Nafs june 2013

ΚΩΔ. Γ.Γ. 2229 ISSN 1107-3179

magazine

nafs

JUNE - JULY 2013 - ISSUE 93

EU FU€LLING THE FUTURE How fast LNG will conquer the marine fuel market ?

ALFA LAVAL: New advantages promised in NOX reduction TED PETROPOULOS

Vessels of mass destruction

Posidonia Sea Tourism Forum

HELMEPA

It only takes a strong few to make a difference!

www.nafsgreen.gr

Index

Issue 93 - June - July 2013 mirror

06 | Success is not a mater of chance...it’s a matter of choice Κώστας Δούκας

08 | Ελπίδες για το 2014 Ωστόσο για όλα εξακολουθούν να φταίνε οι εφοπλιστές

Inbox 20. Amarcon and GTT signs cooperation agreement on sloshing prevention technology

54. Cover story HELMEPA Ιt only takes a strong few to make a difference!

Ted Petropoulos

18 | Vessels of mass destruction Victoria Liouta

22 | Owner’s rights for remuneration after adefaulting time charter Yavouz Kalkavan

28 | We plan to have a dock of 200.000 dwt capacity until 2015

36. SHIPPING IN 2030 FORUM EU FU€LLING THE FUTURE

Eirik Nyhus

38. RINA Hellenic Technical Committee focuses on Energy Governance and IACS issues

Σπύρος Βουγιούς

46. Environmental Protection Engineering S.A., first Greek GL certified IHM provider

30 | Engage in next-generation environmental requirements now 34 | Ο ρόλος των διαλύσεων πλοίων στο τρέχον ναυτιλιακό επιχειρείν

64. ALFA LAVAL: New advantages promised in NOX reduction 70. VCM® and Power2®: Shifting the fuel-NOx tradeoff with active air management 76. How fast LNG will conquer the marine fuel market

Lambros Chachalis

42 | Go gas – go green

86. Hyundai Samho Heavy Industries upgrades from Tribon to AVEVA Marine

Paul Robbins

52 | Innovation is Key to Sustainable Growth in Shipping

90. Alfa Laval Aalborg XSTC7A waste heat recovery economizers selected by United Arab Shipping Company

Howard Fireman

68 | Working together: regulation and the changing role of class Features

12 Dimitris Vranopoulos Green Shipbuilding Technologies

Issue 93 - June - July 2013

14 Posidonia Sea Tourism Forum Greece on track but it ‘ain’t plain cruising yet’ says global cruise industry

Nikos K. Doukas

24 George Gerassimou The secret of success of a representative office

Publisher

Editor in Chief

Panagiotis Doukas

Editorial

Ted Petropoulos, Victoria Liouta, Eirik Nyhus, Σπύρος Βουγιούς, Lambros Chachalis, Paul Robbins, Howard Fireman

Printed

In recycled paper Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, ISSN 1107-3179. Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.

MARINE TURBO Inc.

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6

nafsgreen

Nikos K. Doukas Editor NAFS magazine/ www.nafsgreen.gr

BESIKTAS SHIPYARD:

Success is not a matter of chance; it’s a matter of choice.

About three months ago I received an invitation by Mr. Derya Sabaz, a Board member of Besiktas Group, to visit Istanbul, in order to be informed about the facilities, services, and projects of Besiktas Shipyards. I gladly accepted the invitation and on Friday the 24th of May I arrived in Istanbul where mr. Sabaz picked me up from the airport and took me to the Swiss Hotel Bosphorus where he had made all the arrangements for a pleasant stay.

I have to mention that it was the first time I met mr. Sabaz and from the very first moments he made me feel very comfortable. During my stay I found out that this was his strong weapon of his character, to create true and long lasting relationships with the most valuable assets of this planet, PEOPLE. Mr. Sabaz took this decision along with his partner mr. Yavouz Kalkavan, and invited also my colleagues from the Shipping sector of Greece. The hospitality was awesome. We stayed in one of the most luxurious hotels of Istanbul, the flights were arranged by Besiktas Group, lunch and dinner also arranged in the most expensive and famous restaurants of the city, and sightseeing (AGIA SOPHIA, TOP KAPI, PATRIARCH, VOSPHORUS BY NIGHT) was also in the schedule.

On Saturday morning we visited the Shipyards facilities. Mr. Yavouz Kalkavan made us a thorough presentation about the past, present and future of the Shipyards.

Besiktas Shipyard is built by Besiktas Group which is a traditional tanker shipping of Turkey. The tanker shipping experience of the company goes back to 1960’s. Besiktas Shipyard has its modern ship repair and shipbuilding facilities on 160.000 sqm land. The shipyard is one of the best facilities of Turkey and Europe , it’s dedicated to ship repairs and specialised type shipbuilding.

Milestones of Besiktas Shipyard The construction of the shipyard has started in September 2007. The first steel cutting of a newbuilding ship was in April 2008. The first ships were delivered in 2009. The panamax ship repair drydock has been built and started to be operated in 2009. The shipbuilding contract for 4 x LPG carriers was signed in 2009 with Italian owners.

In 2009 a shipbuilding contract for 10 x Sea River Type tankers was signed with Palmali Shipping , Azerbaijanian owned company, operating mainly in Russia , established in Istanbul.

The Panamax floating dock has been purchased from Denmark and has been towed to Turkey. She started to operate in Besiktas Shipyard in 2010.

110 ship repairs and 7 newbuilding ships were completed and delivered in 2011 which made Besiktas Shipyards one of the most active shipyards in Europe.

Leiv Eiriksson, one of the biggest oil rigs in the World came to repairs in Besiktas Shipyard in 2011.

The third Panamax dock has been purchased in 2012.

Four Seismic Support vessels, three Platform Supply vessels, one Off shore platform construction barge, one Fishing vessel, in total 8 newbuilding contracts were signed in 2012. One hundred and thirty (130) ship repairs were completed in 2012. The 3rd Panamax Drydock has started to operate in 2013. Well established neighbour shipyard has been purchased in 2013 in order to extend newbuilding facilities.

Technical and Commercial Outline Profile of Besiktas Shipyard 160.000 sqm very modern shipbuilding and ship repair facilities 2 km ship berthing capacity, able to accommodate 10 large ships at the same time.

3 Panamax Drydocks.

40.000 sqm workshops.

400 employees + 800 permanent subcontractors.

Annual shipbuilding capacity is about 8 ships.

One of the most active repair facilities in Europe.

The main clients of ship repairs are Germany, Greece, Denmark, Italy, Singapore, Hong Kong and Japan based shipping companies.

One of the successfull shipbuilding organization is Europe after 2008 (has been able to contract LPG carriers , Offshore supply vessels , sea river type tankers).

Complying with the highest industry standards in terms of ship building quality, safety and enviroment.

Future Vision According to mr. Kalkavan, the future vision of the company is to increase the global reputation, to continue to be a very active ship repair yard and shipbuilding yard for specialized ships, to continue to improve the management standards, and to invest in the facilities and infrastructure.

nafsgreen 7

Editor’s Desk “Vision” and “Commitment” are the Key elements and the driving force of the success for the years to come.

A few more comments...

During my stay in the Shipyard facilities and Istanbul, I really can say that Besiktas works hard for Excellence. Both mr. Sabaz and mr.

Kalkavan are not just owners. They are leaders. They have created a commitment relationship both with the top management and employees, as well as shipowners, representatives and superintendents.

Besides they have created guest house services inside the Shipyard with 21 rooms for guests, sport court, living room, with all the facilities (wi-fi, a/c, satellite TV, breakfast, dinner, etc.) in order to increase the comfort of their guests. Besiktas has a competitive edge in its capacity and in-house workers. A team of young expert staff undertakes the challenges to maintain a leading position for the shipyard in the international market.

The high standards of the facility in terms of quality, time-speed, delivery, safety, competition, environmental protection are unquestionable.

It seems that this is also true for shipowners, who can find a loyal partner and also a loyal friend.

This is what I found in Derya and Yavouz. True people…true friends.

(To be continued)…

Nikos K. Doukas

LIEV, ERIKSON

8

nafsgreen

Κώστας Δούκας Ελπίδες γιά το 2014 Ωστόσο, γιά όλα εξακολουθούν να… φταίνε οι εφοπλιστές! Ενώ η Ελλάδα δυστυχεί με τους αρνητικούς δείκτες να έχουν χτυπήσει προ πολλού κόκκινο και με ένα φώς στο τούνελ που δεν ξέρουμε ακόμη αν είναι η πολυπόθητη ανάπτυξη ή…το τρένο που έρχεται απειλητικό από την αντίθετη μεριά, ένα υγιές κομμάτι της οικονομίας παγκόσμιας εμβέλειας, όπως είναι η ποντοπόρος ναυτιλία, ετοιμάζεται να υποδεχθεί την αναμενομένη ανάκαμψη της ναυλαγοράς, καθώς υπάρχουν θετικές προοπτικές γιά την παγκόσμια οικονομία και το παγκόσμιο εμπόριο γιά το 2014. Η σημερινή κατάσταση της ναυλαγοράς σε όλους τους τομείς είναι απογοητευτική. Η ναυλαγορά ξηρού φορτίου εξακολουθεί να σημειώνει αρνητικό ρεκόρ. Στον τομέα των τάνκερς επικρατεί πλήρης απογοήτευση. Η υπερπροσφορά χωρητικότητος είναι η μόνιμη αιτία χειροτέρευσης της ναυλαγοράς, αφού οι εφοπλιστές ποτέ δεν διδάσκονται εδώ και δεκαετίες τώρα από τις συνέπειες της πλεονάζουσας χωρητικότητας και από την εξομάλυνση που προκαλεί η εξισορρόπηση προσφοράς και ζητήσεως. Φαίνεται ότι αυτή είναι και η αχίλλειος πτέρνα της παγκόσμιας ναυτιλίας, αφού οι πλοικτήτες δεν είναι σε θέση πρακτικά να συνεννοηθούν για τον εξορθολογισμό των παραγγελιών τους, αλλά ο καθένας ενεργεί προς ίδιο συμφέρον και με δικό του επιχειρηματικό κριτήριο. Παρ’ όλα αυτά, οι διαγραφόμενες θετικές προοπτικές γιά την παγκόσμια οικονομία το 2014, σε συνδυασμό με τις πολύ χαμηλές τιμές των πλοίων, έχουν οδηγήσει τους Έλληνες πλοιοκτήτες σε υπερβολικά μεγάλες αγορές μεταχειρισμένων πλοίων, υπακούοντας στον χρυσό κανόνα των παλιών εφοπλιστών που λέει “στην καλή αγορά πούλα και στη κακή αγόραζε”. Παράλληλα οι Έλληνες εφοπλιστές και πλοιοκτήτες, βλέποντας ίσως εκεί που δεν βλέπουν οι άλλοι, έχουν προβεί σε πολύ μεγάλες παραγγελίες πλοίων σε όλους τους τομείς μεταφορών, και ιδιαίτερα σε πλοία ξηρού φορτίου, καθώς εκτιμούν ότι τα πλοία που έχουν αποκτηθεί σε χαμηλές τιμές, θα αποκτήσουν σημαντική υπεραξία τα επόμενα χρόνια, ενώ θα υπάρξουν και περιθώρια κέρδους, παρά την πλεονάζουσα χωρητικότητα. Οι τιμές είναι άκρως ελκυστικές γιά επενδύσεις, παρά τον κίνδυνο διαιώνισης του πλεονάζοντος τοννάζ που έχει οδηγήσει τους ναύλους κυριολεκτικά στον πάτο. Ωστόσο, οι ναυλομεσιτικοί οίκοι στο σύνολό τους σχεδόν συμφωνούν ότι η ανάκαμψη της ναυτιλίας θα ξεκινήσει με αργούς ρυθμούς το διανυόμενο β΄εξάμηνο του 2013 και θα παρουσιάσει αισθητή βελτίωση το 2014. Ειδικώτερα, εντύπωση προκαλεί στους διεθνείς οικονομικούς κύκλους, η τολμηρότητα των Ελλήνων εφοπλιστών, οι οποίοι, με τις εντυπωσιακές τους παραγγελίες ύψους 2,5 δισ. δολαρίων μόνο κατά το πρώτο τρίμηνο του 2013, αλλά και με τις αθρόες αγορές second hand, δίνουν τον τόνο αισιοδοξίας παγκοσμίως γιά ένα καλύτερο αύριο. Και είναι λυπηρό, πώς η Ελλάδα, με αυτό έστω το προβληματικό πολιτικό δυναμικό που διαθέτει, και με αυτά τα σοβαρά προβλήματα της χώρας, που οδηγούν τον λαό σε εκρηκτικές αντιδράσεις, δεν δίνει την υψίστη προτεραιότητα στην αποκόμιση ισχυρών ωφελημάτων από την ναυτιλία

– φυσικά εννοούμε την ποντοπόρο – αλλά θεωρητικολογεί μόνο υπέρ της ναυτιλίας, με μία εντελώς ανεπαρκή πολιτική ηγεσία στο πολύπαθο αρμόδιο υπουργείο. Και δεν είναι μόνο αυτό. Ο ελληνικός λαός, ζαλισμένος από τους αλλεπαλλήλους κολάφους της διεθνούς τοκογλυφίας, εξουθενωμένος από την εσωτερική υπερφορολόγηση, εξαθλιωμένος από την πρωτοφανή ανεργία και απειλούμενος από μυρίους εθνικούς κινδύνους, διατίθεται δυσμενώς γιά την ναυτιλία, χάρη στον άκρατο λαϊκισμό ορισμένων πολιτικών και ηλεκτρονικών μέσων (παρα)πληροφόρησης, που καθυβρίζουν τον εφοπλισμό επί καθημερινής βάσεως, τον οποίο θεωρούν ότι πλουτίζει...παρασιτικώς σε βάρος του ελληνικού λαού, ενώ συμβαίνει το εντελώς αντίθετο, καθώς η ναυτιλία συμβάλλει με τουλάχιστον 5% στην διαμόρφωση του ΑΕΠ. Αντί δηλαδή να επαινείται η επιχειρηματική ικανότητα των Ελλήνων εφοπλιστών και αντί να ενθαρρύνεται η στροφή στο ναυτικό επάγγελμα, που προσφέρει ηγεμονικούς μισθούς σε σύγκριση με τους μισθούς πείνας της ξηράς των μνημονίων, αντιθέτως, οι εφοπλιστές συλλήβδην και αθρόως, τίθενται στην λίστα των «λαμόγιων» (λες και τα πλοία λειτουργούν και αποκομίζουν κέρδη ή ζημιές στα...ελληνικά χωρικά ύδατα), των απατεώνων και των πάσης φύσεως διεφθαρμένων εσωτερικής δράσεως, που εξακολουθούν να ληστεύουν τον εθνικό πλούτο, ενώ η ελληνόκτητη ναυτιλία μεγαλουργεί διεθνώς και αποτελεί πρότυπο προς μίμηση. Δήτε γιά παράδειγμα τι γράφει γιά τους εφοπλιστές ένα ιστολόγιο τρυπωμένο στον χώρο της ναυτιλίας, με το όνομα «τσαντίρι», που επικρίνει δριμύτατα τους Έλληνες εφοπλιστές επειδή...δεν δίνουν δουλειά σε Έλληνες, ναυπηγώντας τα πλοία τους στην Ελλάδα, αντί να δίνουν τις παραγγελίες τους στην Κίνα ή στην Κορέα. Οι άνθρωποι βέβαια είναι πανάσχετοι προς την ναυτιλιακή πραγματικότητα. Νομίζουν ότι είναι εφικτό να ναυπηγηθεί μέρος έστω των παραγγελιών σε ελληνικά ναυπηγεία, ενώ αυτό είναι εντελώς ανέφικτο λόγω πλημμελούς υποδομής και παντελούς ανυπαρξίας ναυπηγικής πολιτικής σε μία χώρα ήδη πτωχευμένη, που απεργεί διαρκώς γιά ψύλλου πήδημα και κατ’ εντολή των κομματικοποιημένων συνδικάτων. Και αντί να καταβληθεί από όλους προσπάθεια, από κυβέρνηση και από μέσα ενημέρωσης, να συντονιστούν κυβέρνηση και λαός στο μήκος κύματος της ναυτιλίας, αντιθέτως, εξαπολύεται επίθεση κατά του συνόλου των Ελλήνων εφοπλιστών, οι οποίοι εξακολουθούν να καταπλήσσουν τον κόσμο με την συνεχή πρωτιά τους, που επιβάλλει τους ελληνικούς κανόνες στην εξέλιξη της παγκόσμιας οικονομίας, η οποία στηρίζεται κυρίως στις θαλάσσιες μεταφορές. Έτσι η Ελλάδα, χάρη σ’ αυτούς τους άτολμους πολιτικούς και στα διάφορα «κανάλια» και ιστοσελίδες που λαϊκίζουν, η Ελλάδα έχει χάσει τον ορίζοντα και έχει καταντήσει να λύχει μόνο ένα κοκκαλάκι από το πλουσιοπάροχο τραπέζι της ναυτιλίας, ενώ θα μπορούσε να απολαύσει μία χορταστική μερίδα. Φαίνεται όμως ότι «μωραίνει Κύριος λαόν όν βούλεται απολέσαι...» Ή τουλάχιστον εκείνους που τον εκπροσωπούν.

sense

the marine

of technology

London Office INTRA MARE LTD Southgate N14 5BP, U.K Tel: +44 20 8242 5520 e-mail: info@intramare.com

Piraeus Office INTRA MARE HELLAS, 4 Skouze Str. - 185 36 Piraeus - Greece tel: +30-210-4293843 - fax: +30-210-4293845 e-mail: info@intramare.gr

Oslo Office TANKER ENGINEERING AS Colbjornsens Gate 13 - 0256 Oslo - Norway Tel: +47 22441515 e-mail: haaarset@online.no web: www.intramare.gr

Cyprus Office Limassol - Cyprus Tel: + 357 25 348568 e-mail: info@intramare.net

nafsgreen

12

Dimitris Vranopoulos

MD, Marine Plus S.A

Green Shipbuilding Technologies

I

n the past few years governments, regulatory bodies such as IMO / IACS, and the Shipbuilding industry itself have put a lot of emphasis on how the shipbuilding process and the end product, the ship itself, can become more environmentally friendly and reduce greenhouse gas emissions. In general terms, the greatest contributor of environmental pollution on a ship is the ship’s engine room. The diesel engines and other machinery present in the engine room utilize fuel for their working and release carbon dioxide and other poisonous gases in return. The key to reduce this poisonous emission is to improve the design of these machines and also of the ship. The ships should be designed in such a way that it poses least threat to the environment. Thus, the better the design, the greener is the ship.

A greener and efficiently designed ship can be achieved by: • Minimizing the consumption of materials during ship building.

• Reducing the usage of energy and toxic materials during ship manufacturing process.

• Using efficient machinery • Improving the overall ship design • Reusing of ship’s parts and accessories during ship maintenance.

Hull design and the kind of materials used in making a ship are playing a very important role towards the overall efficiency of the ship. For e.g. optimization of hull lines of the ship increases the speed of the ship, saves fuel and also improves the economic efficiency.

Green ship technology means using methods that reduce emission and energy consumption during ship construction processes such as hull construction, painting and fitting. Moreover, a green ship should also abide by all the rules and regulations related to environmental protection and conservation. Thus if it’s a green ship then special attention is provided during its manufacturing and service

processes.

The object of green shipbuilding is to minimize the harmful emissions during design, manufacturing, service and laying up in order to reduce the pollution to air, water and soil, save resources and improve economical and social benefits.

The scope of green shipbuilding includes “green ship” and “green shipyard” Green shipyard shall ensure the high efficiency of materials and energy in shipbuilding, reduce the harmful emissions and smoothen the process of integrated hull construction, outfitting and painting.

Generally, the key to green shipbuilding is green design.

Selection of marine equipment/materials and optimization of marine systems Selection of marine equipment should focus on low energy consumption, low pollution and high efficiency. In evaluation of technical index of ships, a strong emphasis should be laid on the rationality of load factor of main engine, generator, boiler and air condition system, etc. and effective control of harmful emissions, vibration and noise.

The optimization of marine system design should lay stress on saving materials, increasing work efficiency and decreasing cost. For example: • The optimization of hull lines will increase ship speed, save energy and improve economic efficiency.

• The optimization of hull structure will decrease the specification of steel and the light weight of vessel, increase the deadweight and improve economic efficiency.

• The optimization of piping system design will decrease the length of pipes and quantity of pipe bends.

nafsgreen 13 • The optimization of electric system design will decrease the length of cables, decrease the quantity of equipment and increase the quantity of section pre – fabrication.

• The module design or unit design will carry out diffusion production and parallel working of intermediate products and increase pre – outfitting ratio, assembly ability and work efficiency.

• As long as we emphasize the concept of green ship design, there will be many methods to be applied to optimize design.

Selection of Materials The Selection of green materials is important to green shipbuilding.

In the selection of materials, emphasis should be laid on the following: 1. Innocuous, inoffensive and environment friendly materials 2. Materials convenient for reclaiming and materials which can be recycled.

3. Decrease the quantity of variety and specification of materials to improve the utilization ratio of materials.

4. To decrease the weight of materials to increase the ship loading capacity.

Improvement of Building Technique 1. Innovation and application of high efficiency welding technology will increase work efficiency, save energy and slow down pollution 2. The integration of hull construction with outfitting and painting and innovation and application of ship painting technology will increase work efficiency, save energy, decrease waste, slow down pollution and carry out integrated hull construction, outfitting and painting.

3. Innovation and wide application of module and unit technology will realize extended manufacturing and parallel working of interim products to improve work efficiency.

4. Application of super block lifting technique of integrated accommodation, engine room, bow, stern and pump room, etc. will realize extended manufacturing and parallel working of interim products to improve work efficiency and save energy.

5. Application of hull accuracy control technology, including no – tolerance lifting of blocks, expanding no-tolerance laying-off, increasing the accuracy of block manufacturing, effectively controlling the deviation of hull principle dimensions will improve work efficiency, save energy and decrease pollution and waste.

6. Application of secondary steel nesting technology to carry out optimized design, elaborate nesting and to improve the secondary utilization ratio of steel will save steel materials sand decrease waste.

Our company, Marine Plus SA, has always being a firm believer in green technology. Under the role of the main agent of Chengxi shipyards in Greece, Marine Plus is following and supporting the development of green shipbuilding technologies. A current example of Chengxi shipyards and their mother group CSSC ‘’Green’’ design is the supramax DOLPHIN 64.

The DOLPHIN 64 bulk carrier is an energy-efficient, environmental-friendly, and economic Supermax vessel. Not only does it have an index of each function much higher than the required baseline standards, but it also shows unparalleled economy over vessels of similar types.

Designed by SDARI, the first delivered DOLPHIN 64 was built by

Chengxi Shipyard Co., Ltd, after consistent efforts of 10 months since the steel cutting on April 30, 2012, the first “DOLPHIN 64” bulk carrier was finally born along Yangtze River. She was the 63,800 DWT bulk carrier ‘Amber Champion’.

Chengxi had a total out-put value exceeding 7.2 billion Yuan annually, achieving the target of annually building 22 vessels with total capacity of one million deadweight tons. Since the twelfth fiveyear plan began, although facing a declined global marine market, Chengxi has developed bulk carriers of 35,000 DWT, 45,000 DWT, 46,000 DWT, 49,000 DWT, and 63,800 DWT series, and selfunloading vessels of 35,500 DWT and 71, 900 DWT. Chengxi is a market leader for newbuilding as well as conventional repairs and all types of conversion projects. The yard currently operates 3 facilities, 2 in Shanghai and one in the south (previously Wenchong shipyard).

HAIZHOU SHIPYARD RECEPTION DINNER IN GREECE

On Wednesday, 22nd of May 2013, Haizhou Shipyard Co, Ltd. and its main agent in Greece, Marine Plus SA, organized a reception dinner at the Yacht Club of Greece in Piraeus. The event was under the auspices of the Embassy of the People’s Republic of China in the Hellenic Republic and Mr.Peng Li, Commercial attaché, honored the event on behalf of the Ambassador Mr. Du Qiwen who was held up in China, following Prime Minister’s Mr. Samaras delegation.

The participants had the opportunity to be informed about the activities of the Shipyard by Mr. Ma Wei Dong, Mr. Yang Haichong from Haizhou S/Y and Mr. Dimitri Vranopoulos from Marine Plus SA. Haizhou Shipyard Co.,Ltd established in 1963, is a private Yard, operating 2 Panamax and a newly constructed VLCC Dry-dock. The Shipyard is located in Daishan Economic Developing Zone, close to Shanghai container station, Ningbo and Zhoushan.

Marine Plus SA is closely cooperating with Haizhou S/Y for the last seven years and is doing approximately 90% of their Greek vessel repairs. The shipyard has an increasing base of Greek repeated customers due to their continuous improvement and their customer’s satisfaction orientation.

nafsgreen

14

Day one

Posidonia Sea Tourism Forum 2nd Posidonia Sea Tourism Forum sets Cruise Lines’ agenda

Greece on track but it ‘ain’t plain cruising yet’ says global cruise industry

Of the Euro 36 billion plus revenue spread across European cruising destinations, Greece is the recipient of just Euro 600 million due to its lagging home porting capabilities and infrastructure challenges as only nine of Greece’s 57 ports are capable of hosting cruise liners, heard the 300 delegates of the 2nd Posidonia Sea Tourism Forum being held in Athens from 28-29 May. But this is likely to grow once recent legislation changes become fully effective and as soon as planned infrastructure improvements are implemented, according to the Greek Minister of Shipping, Maritime Affairs and the Aegean, Konstantinos Moussouroulis, who was speaking at the opening session of the two-day event during a panel debate about the growth prospects of the international cruising industry and its impact on the Eastern Mediterranean and the Black Sea regions.

“Greece has many competitive advantages as a tourism destination and the Greek government continues to evolve the legislation framework pertaining to sea tourism activities including the law for the lifting of cabotage,” said the Minister.

Representatives of the world’s two biggest cruise lines agreed that Greece is extremely popu-

lar as a destination for their companies but the country still needs to do more in order to realize it full potential.

“Last year, Carnival’s nine cruise line brands brought to Greece a total of 2.8 million international tourists mainly to Corfu, Katakolo, Pireaus, Santorini and Myconos, but we know that this number could be a lot higher,” said Giora Israel, Senior Vice President Port and Destination Development of Carnival Corporation, the world’s biggest cruise company.”

He also expressed his confidence that the best days of cruising in Greece are just in front of us as the effects of the lifting of cabotage will become evident with the deployment of non EU flag vessels for home porting in Greek destinations.

John Fox Vice President Government Relations US and Europe, Royal Caribbean Cruises, which brings more passengers to Greece than any other cruise operator, also agreed that the removal of cabotage was a step to the right direction and added that in order to fully reap the rewards of cruising, Greece has to also address a few more issues and market itself as part of a regionwide ecosystem as opposed to following a more fragmented marketing strategy.

He added: “The entire East Mediterranean and Black Sea region is the most mystical and magical in the world but Greece in particular is the only cruise hub in Europe which can offer a variety of packages and itineraries with short distance between ports which makes it good for business due to lower fuel costs.

The current volatility of fuel costs is in fact a key challenge facing the cruise industry according to Rob Ashdown, Secretary General of (Cruise Lines International Association (CLIA) Europe, who also participated in the discussion. “Greece is currently the third most popular European cruising destination and its ranking can further improve if it can introduce a birthing policy designed to reduce congestion and keep port fees and charges aligned with the competition,” said Ashdown.

The 2nd Posidonia Sea Tourism Forum thanks the following sponsors for their support: Gold Sponsors Greek National Tourism Organisation & Samsung Electronics Hellas, Silver Sponsor Piraeus Port Authority and Sponsors RINA, Louis Cruises, Dubai Maritime City Authority and MVS Associates.

The 2nd Posidonia Sea Tourism Forum is organised under the auspices of the Greek Ministry of Tourism, the Greek Ministry of Shipping, Maritime Affairs and the Aegean, CLIA - Europe, the Hellenic Chamber of Shipping, the Association of Greek Tourism Enterprises (SETE), the Association of Passenger Shipping Companies, the Association of Mediterranean Cruise Ports (MEDCRUISE), the Hellenic Ports’ Association (ELIME), the Hellenic Professional Yacht Owners’ Association, the Greek Marinas’ Association, the Union of Greek Cruise Ship Owners & Associated Members, the Hellenic Association of Travel & Tourist Agencies (HATTA) and the Hellenic Yacht Brokers’ Association.

PICTURE(from left to the right): C. Palassis, Partner, CTM Hellas, N. Lingard, Cruise & Travel Industry Management Consultant, K. Moussouroulis, Minister of Shipping, Maritime Affairs and the Aegean, J. Fox, Vice President, Government Relations, U.S. and Europe, Royal Caribbean Cruises Ltd., G. Israel, Senior Vice President Port and Destination Development, Carnival Corporation, R. Ashdown, Secretary General, CLIA Europe.

GREEK

GROUND IS STABLE. GREEK

In difficult times, you know where to find reliability.

We successfully operate in the bunkering business since 1970, having developed longstanding strong relationships with suppliers, major foreign and domestic ship-owners, charterers, traders, brokers and industry organizations. (+30) 210 87 63 140 bunkering@jetoil.gr www.jetoil.gr

SEA IS EVEN MORE STABLE.

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Day two

Posidonia Sea Tourism Forum Massive potential lies dormant as barriers still remain hear delegates at 2nd Posidonia Sea Tourism Forum

Greece’s Yachting Yearns for Tailwind

Greece’s cumbersome, complex and constantly changing legislative and regulatory frameworks in the pleasure boat segment and lagging marina infrastructure cost the country billions in lost tourism revenues each year according to speakers at the 2nd Posidonia Sea Tourism Forum.

The annual revenue to the Greek economy from all types and segments of pleasure boat activity is in the region of Euro 600 million, which is equal to the revenues Spain receives just from the operations of the very large yachts measuring over 25 metres.

According to George Gratsos, President, Hellenic Chamber of Shipping, there is also a distinct disparity between Greece and other Mediterranean countries in terms of the number of people who own boats and the available marina infrastructure.

“With 16,000Kms of coastline and 1,200 islands, Greece has just 14,400 mooring places compared to France’s 226,000 mooring places across a coastline of a mere 6,300kms. In Greece, we have one pleasure boat for every 621 people when in Europe the average is one for every 164 and this is due to the hostile Greek tax code which is extremely unfriendly to yacht owners,” said Gratsos.

Representing the Greek government at the

panel discussion which was held under the title Commercial Yachting in the East Mediterranean, was the Secretary General of Greek National Tourism Organisation, Panos Livadas, who said that much is being done to help the sector realize its full potential.

“Greece is focusing on the growth of the yachting industry and we are already taking measures designed to reform the industry by lifting red tape restrictions and by ensuring the seamless inter-ministerial cooperation which is necessary,” said Livadas.

However, the industry does not seem convinced about the length to which the Greek government is willing to ‘sail’ in order to lift the cabotage which is still prevalent in the waters of Greece’s commercial yachting sector.

“Development plans for a total of 15 new marinas are awaiting permits for years and piers and other existing facilities are in badly need for repairs but permits are not forthcoming as bureaucracy reigns,” insisted Gratsos.

Toby Maclaurin, President of MYBA, an organization representing large yacht owners, added a different dimension to the debate by raising the issue of the complete lack of harmonization on the tax regime applied by European Union countries which makes it difficult for operators

to invest in the sector, thus inhibiting growth in a very lucrative sector.

“According to an independent study conducted by the London School of Economics, large yachts and pleasure boats operating in the Med countries of Spain, Italy, France and Greece contribute a staggering Euro 4.6 billion to the local marinas’ economies,” he said adding that this segment has grown employment by an average of 10 per cent annually for the last five years bucking all national trend. He argued that by adopting a more liberalized, transparent rational and just tax regime and by removing restrictive barriers to trade, large pleasure boats would greatly increase their turnover and further contribute to the local economies.Gratsos seconded him: “Make things simple for people to understand,” he said. “In Greece we have a total of 17,700 pleasure boats and yachts which are responsible for the direct and indirect employment of 40,000 people.

“If we had more friendly laws and if the government ever decides to grant massively delayed permissions for the development of new marinas and the upgrading of existing ones, we would be able to increase our berth capacity by 10,000 places and create 30,000 new jobs,” he added.

The 2nd Posidonia Sea Tourism Forum thanks the following sponsors for their support: Gold Sponsors Greek National Tourism Organisation & Samsung Electronics Hellas, Silver Sponsor Piraeus Port Authority and Sponsors RINA, Louis Cruises, Dubai Maritime City Authority and MVS Associates.

The 2nd Posidonia Sea Tourism Forum is organised under the auspices of the Greek Ministry of Tourism, the Greek Ministry of Shipping, Maritime Affairs and the Aegean, CLIA - Europe, the Hellenic Chamber of Shipping, the Association of Greek Tourism Enterprises (SETE), the Association of Passenger Shipping Companies, the Association of Mediterranean Cruise Ports (MEDCRUISE), the Hellenic Ports’ Association (ELIME), the Hellenic Professional Yacht Owners’ Association, the Greek Marinas’ Association, the Union of Greek Cruise Ship Owners & Associated Members, the Hellenic Association of Travel & Tourist Agencies (HATTA) and the Hellenic Yacht Brokers’ Association.

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Ted Petropoulos MD, Petrofin S.A

Vessels of mass destruction A lemming is a short rodent best known for mass migrations falling off a cliff. For humans, it is a person who unthinkingly joins a mass movement which is on a headlong rush to destruction.

You may well ask what does this have to do with shipping? Well there is close relevancy.

Allow me to continue with my lemming story for a little while longer.

Rumour has it in lemming land that the promised land lies beyond the cliff. Not only will there will be rich pickings and plenty of lying in the sun, but it is well known that golden parachutes will soft land lemmings after their fall off the cliff. However, a number of lemmings have been speaking out against the whole idea by arguing that there is no proof of either a promised land or golden parachutes. So what will happen? Will the clever lemmings that jump off the cliff be the lucky ones that get the golden parachutes or will they fall to their early death followed by all the rest of the lemmings? Some predictions follow.

One would have thought that with vessel cash flows decimated and barely above operating expenses’ breakeven, that owners would think twice about ordering more loss making vessels. Moreover, with the relatively scarce finance and an uncertain future, it would appear sensible to wait a little and until the outlook for shipping becomes less hostile.

Traditionally, Greek owners in the past would buy modern second hand vessels during a shipping recession from those foolish enough to have ordered before the crunch. However, the game has changed and Greek owners have been at the forefront of new building orders over the last decade or so. Thus they have been paying the currently available vessel prices for vessels that would be delivered often years away. This represents a substantial change in the risk profile of Greek owners.

To give but a small example, essentially via new building orders, the Greek dry fleet has grown in DWT capacity from 97,818,808 in 2008 to 124,813,467 in 2012, ie an increase of 27.6%.

Admittedly, as a consequence of the prolonged shipping recession, Greek orders (all types) did slowdown in 2012 from 185 in 2011 to 116 in 2012 (Source: from Golden Destiny as reported in Newsfront Greek Shipping Intelligence). However, over the last months the rate of order flow has accelerated. The number of new buildings averaged

0.78 per day in the first quarter of 2013 , rose to 0.95 per day in April / May and to 1.53 in June. Currently, in the first six months alone of 2013 there are about 120 new orders confirmed and about 54 options (Source: Newsfront Natiliaki-Greek Shipping Intelligence). It should be noted that in this market, a lot of deals are being negotiated, but these negotiations can drag on for months. Also, not all order are detected in the system.

So what do our Greek owners know that they are placing such massive orders?

As a result of the massive over ordering that has taken place from 2007 onwards and with the development of the equally massive Chinese shipbuilding capacity, the dry bulk market has been operating in surplus supply conditions since 2009. Despite a healthy rise in shipping demand over the period, slow steaming and ports congestion, the presence of a substantial surplus is all too apparent in the low charter rates . Please see below a graph of BDI over the last 30 years to see how low freights are. The numbers are not inflation adjusted and as such operating costs are now substantially higher that what they were in the 80s, thus rendering the current recession much deeper.

Undoubtedly, the reason behind the rush of orders has been EXPECTATIONS. Clearly those that have placed the orders during what has been the worst shipping recession for years, expect golden pickings in the future which would justify the risk. After all, they reckon that by the time their vessel order shall be delivered, the market would surely have changed. But will it?

In addition to a widespread expectation that the worst is over, orderers have found another powerful reason to place an order. They have been promised, though not guaranteed by Far East shipyards, that the new vessels shall be super economical and would be preferred by charterers and would earn substantially more income than previous technology vessels. To boot, the new vessels would comply with all the existing and forthcoming regulations and there would be economies of scale in ordering a number of identical vessels . Furthermore, they expect newbuiding related finance to become more plentiful and cheaper and often local bank or export finance is available when linked to the order.

Lastly, vessel prices have been falling ( please see graph below) and

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this provides another strong incentive for placing orders. The list of advantages appears powerful, but is it convincing?

There are today modern vessels that are larger and more efficient than older vessels but are still running at a loss. Efficiency, age and size are no substitute for a weak market.

Annualized net growth of the dry bulk fleet has fallen from 14.61% in 2012 to 7% in the first half of 2013. However, the growth in capacity is still outpacing the increase in demand estimated at about 5 % pa in 2013.

Without a contraction of the large capacity surplus, a meaningful recovery is hardly possible. It would take a number of years for the surplus to be eradicated. Evidence of such a recovery will be detected by a reduction of slow steaming.

The biggest danger is that by placing such a high number of orders (as has been evidenced in the first half of 2013), which will be delivered one way or another and add to capacity, Greek owners risk and delay the very recovery they have been expecting. So is this a make or

break decision by risk loving Greek owners who know best? A quick search of who is placing the orders reveals a long list of the biggest and shrewdest of Greek names. Are these respected ,knowledgeable and financially able owners heading for the cliff or the promised land?

One presumes that they have done their analysis and are happy with the breakeven rate required to pay for such investment. One also presumes that they have the financial adequacy to withstand the need to self-finance the orders and/ or to cover a period of negative cash flow.

So there you have it. Ordering decisions are not supported by conventional analysis and it does look that many Greek owners are heading for the cliff taking everybody else with them. However, Greeks have not always followed conventional thinking and they each have their own tale of success or failure . One thing is clear, this is not a game for the faint hearted but for the bold and committed.

I promise readers to revert in 2-3 years’ time to see how our adventurous Argonauts have fared.

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Amarcon and GTT signs cooperation agreement on sloshing prevention technology Amarcon and GTT will develop technology that enhances the quality of sloshing measurement and prediction for LNG carriers

Amarcon, a member of the ABB group, announced that it has signed a cooperation agreement with GTT (Gaztransport & Technigaz) to market and further develop a forecasting and advice software system for sloshing prevention onboard LNG carriers. The agreement was signed at the LNG17 Conference & Exhibition in Houston,US. In the coming years, a significant growth in the long distance transport of LNG is expected.

Consequently, a considerable number of new build LNG carriers will come into the market. It is clear that the safe operation of these vessels will be imperative. To respond to this demand, last year Amarcon and GTT already announced the joint effort on development of sloshing prevention software for LNG Carriers. The sloshing prevention is an advanced module within Amarcon’s OCTOPUS advisory suite that will forecast and advise the crew with optimum route to achieve time savings while preventing risk for sloshing.

Sloshing prevention will greatly boost the LNG tanker’s safe conditions and optimize the operational availability of the ships “We are looking forward on working together with GTT in order to serve LNG carriers with a state of the art onboard sloshing advice, which will help crews to choose the route, speed and course with least risk

for sloshing, so time savings can be achieved and damage to the LNG membrane tanks can be prevented. Also in the offshore LNG, we see large potential and need for this kind monitoring and advisory systems as a part of an asset management program” Leon, Adegeest, General Manager of Amarcon said.

GTT (Gaztransport & Technigaz) is a French engineering company formed in 1994 specializing in designing and licensing the construction of cryogenic LNG storage tanks for the shipbuilding industry.

Amarcon, a fully owned subsidiary of ABB, provides monitoring and forecasting software solutions for performance and availability optimization of sea-going vessels, and is the leader in vessel motion prediction solutions. ABB acquired Amarcon in august 2012 as an important step to expand its marine software offering. Today, ABB offers a wide range of marine advisory and optimization systems to the maritime and offshore market.

ABB (www.abb.com) is a leader in power and automation technologies that enable utility and industry customers to improve performance while lowering environmental impact. The ABB Group of companies operates in around 100 countries and employs about 145,000 people.

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22FEBRUARY-MARCH 2013 - ISSUE 91 16-

INSURANCE NEWS - www.nafsgreen.gr

Victoria Liouta Managing Director, Vilmar International, S.A

Owner’s rights of remuneration after a defaulting time charterer A Court of Appeal decision has been recently published in London regarding the owners’ rights for compensation in case the time charterer is in default and it is worth reading that owners were only entitled to the bunkers consumed during discharge of the cargo back to charterers and could not recover the loss of use of the vessel at the market rate as there was no element of emergency or necessity. The owners appealed to Supreme Court as referred below.

Referring to the charter agreement, owners entered into a time c/p on the Shelltime form which included the standard form of withdrawal clause providing a right of the owners to withdraw the vessel in the event of non payment of hire and there was no anti-technicality clause in the c/p. Charterers failed to pay an instalment of advance hire and so the owners withdrew the vessel after completing loading of cargo in Brazil and whilst no Bills of Lading had been issued to anyone in relation to cargo on board.

Discussions were fruitless and charterers made arrangements to take back the cargo which was discharged and vessel sailed.

The charterers challenged the withdrawal unsuccessfully and threatened to arrest the vessel and owners presented additional claims for expenses incurred in providing and maintaining a first class bank guarantee in order to avoid arrest.

The Commercial Court only allowed owners’ claim relying on the principal of “Winson” in that owners were gratuitous bailees of the cargo and could recover the bunkers as well as time spent during the period of bailment and the bank guarantee expenses as litigation costs.

The Supreme Court decision considered the “indemnity” clause and the “bailment” and the leading Judgment was by Lord Sumption.

Lords agreed that the indemnity was to protect the Owners against losses arising from risks or costs which they had not expressly or implicitly agreed in the charterparty to bear, and not from anything for which they were already remunerated for by the payment of hire. The clause did not cover typically ordinary risks and costs

associated with the performance of the chartered service. Secondly, the indemnity only covered losses caused by complying with the Charterers’ orders.

Lord Sumption held that both conditions were satisfied. The need to discharge the cargo at the time and expenses of the Owners was not a risk that they had assumed under the charterparty, as it had already come to an end under the withdrawal clause. The cargo had to be discharged because the Charterers ordered it to be loaded and came within clause 13. The Owners’ reasons for the withdrawal of the vessel were irrelevant.

The Owners’ decision to withdraw the vessel was adventitious in timing and merely determined the place Lord Mance, although he agreed with the other four Lords on the bailment point, he delivered a dissent on the indemnity point. He was of the view that the Charterers’ order had to be the “proximate “or “determining” cause of the Owners’ loss in order to trigger the indemnity clause. It was necessary to establish an unbroken chain of causation between the Charterers’ orders and the loss in the light of the White Rose decision [1969]. It was not sufficient that the Charterers’ order was “a” cause of the loss. The Owners’ loss was not as a result of complying with the Charterers’ instructions, rather it was caused because the charterparty was at an end.

While no cargo would have been on board the vessel but for the Charterers’ instructions, this did not make the latter the proximate cause of the Owners’ loss. It was unrealistic to attribute the loss to instructions to load, ignoring the failure to carry. Recovery of such loss was sufficiently taken care of by the principle in the Winson case without “stretching” the scope of the indemnity clause. There was no “direct” or “unbroken” causal link.

The Supreme Court unanimously allowed the appeal on the basis of the principle in the “ Winson”. Strictly speaking, it was not necessary to address this point in view of the decision on the indemnity point but this was so found in the

High Court. A coherent system of law produced a consistent answer under both heads. Lord Sumption noted that there was no general right under English law to recover benefits conferred on others or expenses incurred in the course of conferring them. However, one exception appeared under the law of bailment. Relying on the “Winson” case the Owners could recover in bailment when (1) The cargo was originally bailed under a contract of carriage and the carrier had no choice but to remain in possession after the contract had ended (2) As a matter of law, their obligation to look after the cargo continued notwithstanding the termination of the charterparty; and (3) the only reasonable or practical option open to them once the charterparty had come to an end was to retain the cargo until it could be discharged at the port where the vessel was located.

The bailee had a duty to take reasonable care of the cargo. It would be manifestly unjust if the bailee did not have a correlative right to charge the bailor for the expenses incurred. This right was based on the existence of a continuing duty to take care of the cargo. It was not dependant on the existence of any emergency or of the carrier being an agent of necessity of the cargo owner. So long as the bailee had to incur those expenses in discharging, being his responsibility to care for the property, they were recoverable. The bailment between the Owners and Charterers over the cargo was initially a consensual one under the charterparty. When the vessel was withdrawn, the Owners became a gratuitous bailee and had the duty to take reasonable care.

The Owners claim for expenses and loss of time succeeded. at which the cargo was to be discharged. It did not break the chain of causation between the Charterers’ order and the detention of the vessel after withdrawal. Thus the losses, namely for the market hire and the bunkers were recoverable. The two heads of loss must stand or fall together.

ilmar

International s.a

Claims Consultants & Insurance Brokers

107-109, Filonos Str. 6th Fl. - Piraeus 18536, Greece Tel: +30 210 4511615 - Fax: +30 210 4511616 Email: info@vilmar.gr

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George Gerassimou*: The

Interview

secret of success of a representative office

What should be the role of a representative office in shipping and what is your competitive advantage in relation to other offices?

A representative office has a double role, meaning that a sales organization as such must offer his reliable services to both, Customers and Principals, always protecting the interests of both sides. These services must be combined, through an intelligent scope of works towards both directions and offer an effective and high quality result.

The principals must rely on the representative activities on the building of a reliable name in the shipping market and the customers must receive and added value on all the services they get in respect of cost and quality. The representative must first of all experience the new technologies and get a thorough knowledge of every operational aspect. The most important part of his role then is to use its sales organization and bearing in mind main factors like safety, environmental protection, cost effectiveness and fair competition, to promote the products and satisfy customers demands applying reliable technologies. Intra Mare has been acting for many years as Greek representative for top European Makers in the Marine Industry and our references so far definitely give us a leading role as a technology provider within the Greek Maritime Community. Our competitive advantage is the daily personal contact with all our clients, and our persistence on the reliability of the services we offer.

What role do you see your company playing in the industry as it moves into new service areas? How about your growth plans?

As mentioned before Intra Mare has become over the last years one of the leading technology providers for the marine industry in Greece.

We intend to maintain this position and enrich our range of services even more.

We believe that the key of success, in such a demanding and competitive environment, is the highest reliability at any level of service.

A concept that already starts from the selection of the principals that we decide to represent and the technology that we want to promote.

Intra Mare is always acting under the commitment that is not going to compensate on the quality of the equipment that will promote for supporting own interests.

The above is the best assurance for our clients that moving through new service areas the level of the offered services will become higher and the experience gained is all the times re-invested into a continuous improvement.

We have been awarded by our clients’ confidence a fact which is eas-

ily reflected on the increasing reference lists in every respect.

Our clients trust Intra Mare in providing highly sophisticated and vital systems for their New Building Projects which is an honor for our efforts and the best motivation for achieving more.

However we do not only look for new clients. We really want to keep our clients!

The company processes a lot of growth plans that will gradually start to materialize. We have analyzed the trends and the prospects of the new technologies in the global marine market and have decided the fields that the company will invest and grow.

The definite plan is that Intra Mare will keep on growing into an international marine equipment sales organization faithfully stick to the reliability.

Do you believe is useful for customers to get a wide range of services from the same provider and why?

I definitely believe that there is a benefit for the customer to get wide range of services from the same provider for obvious reasons.

Total responsibility and integration is one of the main reasons if we talk about supplying of various units.

It is also important in respect of the commercial terms, since the larger the scope is, the easier for the terms to become more flexible and attractive.

The main advantage off course comes when it refers to the new building projects, as the need for co-operation with a reliable supplier is even bigger.

Contracting for new building projects is a complicated procedure that involves a lot of parts and requires accurate and delicate operations ensuring a result that will be optimum for the shipowners and cost effective for all the rest.

In view of the above, the advantage is obvious, when the range is becoming wider, in respect of achieving best solution for the ships future operation and after sales services.

At the end of the day a well established co-operation that has been appreciated from both ends is much easier to be extended in other areas as well.

Looking at the future, what might be topics of discussion five or ten years from now? What developments do you see in shipping industry?

There are a lot of things happening in shipping today that will bring a lot of changes to the shipping industry in ten years time The environmental issues, the most effective use of resources and

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the rapid growth of the gas industry will definitely be the topics of the years to come.

The Greek Shipowners turn into more sophisticated vessels a decision that will enable them to keep hands on the wheel of the largest fleet in the world.

The gas fueled ships will boost the new orders for gas carriers and the applications of this technology in shipping will have a serious impact on the entire industry.

Intra Mare, as always will be, at the front line of the developments, together with the top class makers that we represent and will try to get a leading role in this field for the years to come.

Please, give us a full company profile of Intra Mare.

Intra Mare is a leading marine sales and naval architect organization representing exclusively a number of marine equipment makers, worldwide known for the advanced technology and the quality of the products they manufacture.

The head office is based in Piraeus maintaining branch offices in London UK and Limasol Cyprus.

The company established in 1996 and since its establishment has been successfully involved into a vast and diverse range of new building and retrofitting activities arising from Greek Market interests, claiming one of the leading ranks within the Maritime Community.

Group Main Activities Representatives of marine equipment manufacturers Purchasing and contracting Design and specification of new constructions Service and Technical Support Spare parts trading Organization Structure New Buildings Design & development Marine Trading After Sales & Service Spare parts Forwarding & Logistics The Management and staff of Intra Mare do realize that being a member of the most active global Shipping Community can be linked to success only through seeking and confronting challenges.

Along this venture Human factor and Technology are mixed together and the only way to serve such a demanding environment is to stick to the long marine traditions, always aiming at the edge of technology.

This is our driving power for planning the future and our commitment to our clients for more reliable services.

We shape the future committed on our clients’ demands for safe, green competitive and effective shipping * Managing Director Intra Mare

DESMI Ocean Guard A/S releases new Ballast Water Treatment System

RayCleanTM sets the industry benchmark with the lowest energy consumption in class!

RayCleanTM can be used in all water salinities and is a fully automatic system with flexible configuration and easy integration. The RayCleanTM system is a very strong supplement to our BWTS product portfolio which already includes the OxyCleanTM system. Both systems are based on mechanical filtration and UV irradiation with highly efficient low-pressure lamps, but whereas a single OxyCleanTM UV-unit can treat 100 m³/h of ballast water, the RayCleanTM UV units can treat 300 m³/h. This makes the RayClean system more cost competitive at higher flow-rates. All our experience and know-how have been put into the development of the system, and we are extremely pleased with the result. The RayCleanTM system sets new standards for the industry as regards treatment performance and power consumption. When developing the system the goal was to design a unit capable of coping with extremely challenging water conditions and at the same time reduce power consumption to the lowest level in the class. This has been achieved by use of highly energy-efficient low-pressure UV lamps combined with lamp dimming in clear water (high UV-T). By monitoring the UV intensity inside each UV-unit the lamps can be dimmed when the intensity is higher than the critical level. This results in a constantly applied UV dose independent of the UV-T of the water to be treated.

In typical water conditions with UV-T higher than 0.55, the flow rate through each UV-Unit is 300 m³/h, whereas energy consumption lies within the range from 5.0 to 8.0 kWh per 100 tonnes treated water, or 15.0 to 24.0 kW power consumption for a 300 m³/h system. In extremely challenging conditions like very muddy water and pure fresh water, type approval testing has demonstrated that the RayCleanTM system can treat water with UV-Transmission as low as 0.33, and still satisfy both the IMO and US Coast Guard discharge standards. This is yet another industry benchmark set by the RayCleanTM system.

RayCleanTM operates fully automatically. The automation system will interface with the existing systems on board and the master control panel, consisting of a 15 inch colour graphic touch screen, can be placed anywhere on the vessel. Type approval testing is currently progressing according to plan, and we expect to receive both IMO and USCG type approval early 2014. With the latest development, we have a very strong and competitive approach to the market with two individual state-of-the-art-systems whether it is the compact and low energy consuming system, RayClean, or it is the system designed for superior performance in fresh water, Oxyclean. DESMI Ocean Guard A/S was established by A.P. Moller-Maersk A/S, DESMI A/S and Skjølstrup & Grønborg ApS in 2009. The company is located in Aalborg, Denmark, and its main activity is development of systems for removal of living organisms from ballast water discharged by ships. Such systems are required to be installed on the World Fleet according to the IMO (International Maritime Organization) Ballast Water Management Convention. It is anticipated that between 50,000-70,000 vessels need to install ballast water treatment systems in the period up to 2019, so the market potential is comprehensive.

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DESMI: OPTISAVETM improved operational efficiency The OptiSave™ system is a powerful tool for energy optimization in real world applications. When the required cooling is lower than the design criteria, OptiSave™ automatically reduces the power consumption of the seawater cooling pumps. This situation occurs when the sea water temperature is lower than 32°C and/or the main engine is operated at reduced load.

Benefits of DESMI OptiSaveTM * Proven technology * Proven savings * Reduced OPEX * Big savings * Simple operation * Simple installation * Worldwide service support * Short return on investment

SCANVENT is the most experienced to offer tank venting equipment SCANVENT is the latest entry to offer tank venting equipment, yet the most experienced because the entire staff comes from key positions at Pres-Vac. From the outset, the design philosophy was aimed at today’s predominant issue: to reduce the volume of cargo vapor/IG lost in voyage. The “optimum” solution is obviously to plug the tank so the design aim was a valve that would only emit over-pressure and thereby avoid the normal blow-down of 50% or more. This called for a return to thermal relief valve designs from the 1960s before full capacity high velocity vents became the norm. These were simple, modulating valves that opened and created a tank pressure increase as flow grew. Such a valve has been incorporated into the “tulip” of a high velocity vents to provide the best of two worlds: low capacity for thermal venting with no blow-down and yet full capacity when needed from a high velocity vent.

The high velocity vent is designed with full bore gas-passage way providing unsurpassed reliability in terms of resistance to fouling. The capacity of these units is twice a comparable size valve from the competition.

Combining the valves into one has proven popular and SCANVENT is now enjoying growth despite the general market conditions. Ships featuring these valves can boast a VOC Management Plan according to MSC/Circ. 680 with no VOC loss below the intended operating pressure. It does not get greener than this. The same advantages apply for chemical carriers, where the saving is more on the Nitrogen/fuel for the N-generator. The saving is easy to calculate: the Nitrogen normally spend to re-pressurize tanks every time a normal full-lifting high velocity vent opens.

Save more than 40,000 EUR per year!

Consultant Carsten Routhe Johansen from Lauritsen Kosan says: “The project has been a great success. All parts of the project has been running smoothly and according to the plan and today four systems are installed on our ships and the fifth system will be installed later. I really must say that all the promised savings are actually as predicted. This brought us savings of 78 ton of fuel per ship per year and with today’s dollar exchange rate it will be around 40,000 EUR per year for each ship.

And the savings will be even bigger - if we use gas oil.”

dualsetting in service

where EXPERIENCE and INNOVATION go together

RINA GROUP making the best together RINA HELLAS LTD

5, Aitolikou & Kastoros Str - 185 45 Piraeus - Greece, Tel: +30 210 4292144, Fax: +30 210 4292950 E-mails: piraeus.office@rina.org, greece@rina.org, greece.planapproval@rina.org, greece.trainingcenter@rina.org

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Yavuz Kalkavan,

Interview

CEO & Managing Director, Besiktas Group.

We plan to have a dock of 200.000 dwt capacity until 2015

*Mr. Derya Sabaz, Shareholder and board member of both Besiktas Shipyard and Besiktas Shipping Group, and Mr. Yavuz Kalkavan, CEO and Managing Director, Besiktas Group.

Besiktas Group founder and the seignior share holder is Kalkavan Family. The Family has 60 years of presence in the shipping.

The President of the Board of Directors is Mr. Ihsan Kalkavan.

The CEO and the Managing Director is Mr. Yavuz Kalkavan.

Shipyard General Manager is Mr. Murat Bener.

Sabaz, Bener and Mete families are the shareholders and the board members of both Besiktas Shipyard and Besiktas Shipping Group.

nafsgreen 29 Besiktas Shipyard will keep moving forward as a high quality and competitive shipyard in Turkey. Having the best team is much more important than having the best shipyard.

What is the role of Besiktas Shipyard in the European arena in terms of competition, delivery time, quality and services ?

Besiktas Shipyard is one of the major ship repair yards in western part of the World.

Besiktas is one of the most competitive shipyards in terms of quality , delivery time and cost.

The second activity of Besiktas Shipyard is ship building , we are in specialised shipbuilding such as off shore support ships and high value short sea ships.

We don’t build any type of big ship , big is + 25.000 dwt for us , we cannot compete with well established Eastern ship builders.

New challenges for Shipyards, like Lng as a fuel, and Ballast water Treatment System Installation, will create a new market for Shipyards. Is Besiktas ready to make a market share in this new industry?

These new regulations are sometimes creating market for shipyards and sometimes are killing the market of the shipyards.

For example many good ships may go to scrap because of these regulations this is not good for the owners and repair yards.

In the meantime it will certainly create a modification of the existing ships activity for the ship repair yards.

If we look to the matter as a shipbuilding yard , it is not a great deal. New ships will be just built with these machinery’s and equipments.

I personally believe that politicians are taking big & quick decisions which is very difficult to adapt to shipping.

Greek Shipping industry is a major player in the Global market.

What are the plans of Besiktas to become a major partner of the Greek Shipping Companies?

We try fallow Greek ship owners personally.

Our share holder and board member Mr. Derya Sabaz is coordinating our senior relations with the Greek Shipping Community.

He is an active member of Intertanko Hellenic and Mediterranean Panel. He has a strong and long-term personal relations with the Greek Shipping Community.

We have the advantage of being a traditional tanker owner , we traditionally know Greek owners related our shipping activities.

Most of our business is personal relationship , we do our best to be the reliable friend of Greek Ship owners.

We have a young and highly capable team in our shipyard which do understand the high requirements and standards of Greek owners.

Besiktas Shipyards They all know well the capacity and the experience of Greek Shipping.

This is our only plan.

Please give us a short report about shipbuilding and ship repair activities for the last 2 or 3 years?

Besiktas Shipyard had 110 repairs ships in 2011 and 130 repair ships in 2012 We will have about 160 repair ships this year since we already have our 3rd dock and new berths in service this year.

On the shipbuilding side we have built 6 x sea river type 7000 dwt tankers , 4 LPG carriers up to 9000 cbm , one off shore platform construction barge , 2 tug boats , 2 work boats in the last 3 years.

2014 and first half of 2015 will be the best shipbuilding year of our shipyard. We have the deliveries of 4 x Seismic Support for PGS Norway , 3x Platform Supply Vessel for Lukoil. We hope to have more new building specialised ship contracts this year.

What are the environmental procedures Besiktas applies in order to protect the environment?

We do manage our shipyard will ISO 14001 environmental management system which covers all the highest environmental regulations and the standards.

Besiktas Shipyard has a modern approved liquid waste collecting facility where we collect and separate waste before sending out from our shipyard.

How do you cope with the European Financial crisis in order to create new business opportunities?

European financial crisis has a strong affect to our business , Europe short sea shipping is our main market in shipbuilding. In this period we try to build better relations with Norwegian Shipping which is still hot with off shore shipping.

We will have good business from short sea shipping of Europe after the recovery of the European economies.

What are the plans of Besiktas for the future?

Besiktas Shipyard will keep moving forward as a high quality and competitive shipyard in Turkey.

We plan to have a dock of 200.000 dwt capacity until 2015 to cover the requirements off our clients with their larger ships.

We do invest very well in our human resources.

Having the best team is much more important than having the best shipyard.

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Eirik Nyhus

DNV, Director Environment

Engage in next-generation environmental requirements now Managing the impact of environmental regulations is one of the most challenging tasks facing shipping this decade. Nevertheless, the shipping community should consider the business impact of the regulatory developments just over the horizon.

SOx, NOx, PM, BWMS, AMS, EEDI, SEEMP, MRV, IHM; the list of abbreviations is long and growing longer. What they all have in common is that they are covered by key environmental regulations that entered into force recently or are likely to do so in the near future. But it is crucial to realise that new environmental regulations entering the development pipeline will become just as challenging to respond to as anything we are seeing today. What are these new issues we consider to be at an early but important stage? Hull bio-fouling, soot and underwater noise; IMO has recognised all three as significant environmental issues and put them on the formal agenda. So the time for the industry to have its say is now.

Regulations take time – but are as inevitable as death and taxes One of the key attributes of international maritime regulation is obvious; “it takes time”. The timeline for a regulation is normally long, with a number of complex and time-consuming steps. There are of course exceptions. The post-9/11 International Ship and Port Facility Security Code was fast-tracked for obvious reasons, and the EEDI and SEEMP were a showcase of rapid action by taking “only” five years from inception to entry into force.

The normal state of affairs is different; it is not unusual to see 10-15 years elapse from the time an issue is introduced until the resulting regulation enters into force. The flip-side of this is that once an issue has entered the regulatory pipeline it rarely gets dropped. In practical terms, the implication is that the issues which will have developed into a regulation in a decade or so are the ones that are presently recognised as concerns.

Clean hulls, smokeless exhaust and quiet ships?

That is where we see hull biofouling, soot and underwater noise right now. The confluence of factors focusing attention on these three issues leads us to believe that we will see mandatory regulation addressing all of them. While the timing remains unpredictable, we would not be surprised to see regulations entering into force in the timeframe 2020 – 2025.

As regards biofouling, the work has so far led to the development of early-stage voluntary guidelines. Research indicates that biofouling is a significant mechanism for species transfer by vessels which is not covered by the anti-fouling or ballast water management conventions. Draft guidelines were agreed on by the IMO Sub-Committee on Bulk Liquids and Gases (BLG) in 2011. The EU and US Coast Guard are also developing and implementing regulations independently which could influence

IMO. The US raised the issue of underwater noise with IMO in 2008, as a matter of increasing concern. Propeller cavitation and machinery are the primary sources of noise from ships and the US has a 10 knot agreed limit in certain areas. IMO has put the issue on the agenda, a US-led correspondence group has been established and draft guidelines have already been prepared.

The work on soot, or Black Carbon (BC) as it is more precisely known in technical jargon, is less mature, but is getting a great deal of attention, including from outside IMO. Black carbon is “a strongly light-absorbing carbonaceous aerosol produced by incomplete combustion of fuel oil”.

It is recognised to contribute significantly to both global warming and accelerated Arctic ice melting and as such it is deemed to be a significant problem, although shipping’s contribution to it remains unclear. IMO has the BLG working on appropriate definitions, measurement methods and potential control measures in the Arctic.

All three issues - hull biofouling, soot and underwater noise - could be subject to regulation as early as 2020. The regulatory response and attendant mandatory measures are obviously not clear at this time. However, educated guessing points towards soot being handled either through fuel change or smoke-stack particle filters, biofouling being handled by mandatory hull cleaning under controlled circumstances, and underwater noise being handled by changes in propeller design and acoustically insulating noisy equipment from the hull. It goes without saying that all of these represent both operational and technical challenges.

What price silence?

The shipping community is struggling to cope with what is perceived as a veritable “tsunami of regulation” while keeping ships running in a highly challenging business environment. Needless to say, lifting the gaze from the day-to-day concerns and trying to think about what is going to happen in ten years’ time can seem like a waste of time and energy. Unfortunately, as a result, the general industry response is too often an “I’ll deal with it when I see what the regulation looks like” attitude. Paradoxically, as most influence can be wielded at the early stages, this is quite counter-productive when it comes to shaping the final outcome of the regulatory process.

Industry needs to engage strongly now, not later, if it wants to ensure that what emerges from the regulatory pipeline has the desired environmental effect and is operationally practicable, technically feasible, reasonable from a cost/benefit perspective and safe. Doing otherwise will make business needlessly difficult ten years down the road.

Proposed highlighted quotes: Industry needs to engage strongly now, not later! Doing otherwise will make business needlessly difficult ten years down the road.

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ERMA FIRST ESK Engineering Solutions

Help shipping navigate beyond environmental compliance

E

RMA FIRST ESK Engineering Solutions’ birth came naturally in response to the increasing pressures to the shipping industry to tackle the problem of ballast water, as a vector of transfer of invasive species, by replacing the exchange of ballast water in the ocean with treatment onboard. The very first outcome of the extensive research and development work of the company is a fully automatic, autonomous, reliable and fully approved ballast water treatment system.

The sustained success of shipping, even in recession and harsh transport conditions, relies, among others, upon the establishment of mutually beneficial relationships with partners and other interested parties. ERMA FIRST ESK Engineering Solutions is the sprout of EPE S.A., a company serving the Greek and foreign shipping industry for more than 35 years with a clear aspiration: to provide technological products and services that will enable ships operate in a responsible and environmentally sound way beyond compliance with the regulatory standards.

The biggest environmental challenge for shipping now is to safeguard the biodiversity of the planet by drastically discontinuing the transfer of invasive marine species carried within ballast tanks into new aquatic environments. Biodiversity is the result of 3.5 billion years of evolution, and unlike oil or chemical spills, pollution from garbage or sewage, where recovery of the environment has been repeatedly demonstrated, the impacts of invasion of many marine species and microorganisms might be irreversible.

ERMA FIRST ESK Engineering Solutions’ birth came naturally in response to the increasing pressures to the shipping industry to tackle the problem of ballast water, as a vector of transfer of invasive species, by replacing the exchange of ballast water in the ocean with treatment onboard. The very first outcome of the extensive research and development work of the company is a fully automatic, autonomous, reliable and fully approved ballast water treatment system. A ballast water treatment system that meets not only the existing standards but also any future near zero limits can not be developed with the press of the button or pulled out of a hat. It is the commitment of the company and its people to deliver against the shipping companies and their ships that are the real protagonists in keep growing the world trade and economy.

The company apart from being a vendor of a complete ballast water treatment system, is responsible to ensure the proper installation of the system following a detailed study of the available shipboard area and the operational needs of the vessel, its set up, the training of the officers of the vessel charged with the operation of the system and the management of ballast water, and to provide any logis-

tical and technical support during the life cycle of the vessel.

What makes the IMO and Type Approved, ERMA FIRST Ballast Water Treatment System a green technology to override the required performance standards and help rewarding the sustainable operation of a vessel can be summarized to the following: • The amalgamation of proven treatment technologies into one system, whose performance exceeds the required biological efficacy, as almost zero values for all living organisms neared in multiple tests. Combining an efficient separation stage for sediments and bigger organisms (filter and a specially designed hydrocyclone) with a powerful electrolytic cell which kills the smaller organisms and any pathogens present in ballast water, this technology has been considered as one of the best performing.

• It is an environmentally sound technology, as during the landbased and shipboard trials, it was repeatedly confirmed that the discharge of treated ballast water produced from the system is not environmentally harmful.

• The robustness of the system for shipboard use due to the quality of the materials, its design and the whole construction.

• The simplicity of operation and its cost-effectiveness both in terms of capital costs as well as of operational costs The recent surge of orders for the ERMA FIRST Ballast Water Treatment System by a number of Greek and foreign operators, demonstrates that the company has been gradually becoming a leading manufacturer, with its commitment and vision to excel the environmental credentials of the shipping industry to be acknowledged.

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Σπύρος Βουγιούς Academic Director of the MSc in Shipping Management, the MBA in Shipping & the MSc in International Shipping & Finance

Ο ρόλος των διαλύσεων πλοίων στο τρέχον ναυτιλιακό επιχειρείν Λίγοι ίσως θα έχετε αναρωτηθεί για το πού καταλήγουν τα παλαιά και οικονομικά απαξιωμένα πλοία.Kι όμως η βιομηχανία διαλύσεων πλοίων – ή «ανακύκλωσης πλοίων» όπως πρόσφατα οι περισσότεροι αρέσκονται να αναφέρονται – παίζει καταλυτικό ρόλο στην ασφαλή και ποιοτική ναυτιλία και επηρεάζει άμεσα το τρέχον ναυτιλιακό επιχειρείν. Το παρόν εισαγωγικό άρθρο δε στοχεύει, βέβαια, στο να εμβαθύνει στις παραπάνω σκέψεις αλλά έχει ως στόχο να τραβήξει το ενδιαφέρον του μη ειδικού σ’ αυτήν την «κρυμμένη» κι όμως τόσο σημαντική για τη ναυτιλία βιομηχανία. Επικεντρώνεται δε στις αγορές του “Dry Bulk and Tanker tonnage” στις οποίες έχουν κυρίως επενδύσει οι Έλληνες πλοιοκτήτες. Πού πάνε, λοιπόν, τα οικονομικώς απαξιωμένα πλοία; Για περισσότερο από τρείς δεκαετίες η δραστηριότητα διαλύσεων πλοίων έχει επικεντρωθεί στην Ινδική χερσόνησο. Το Μπανγκλαντές η Ινδία και το Πακιστάν διαλύουν το 84% περίπου του παγκόσμιου τονάζ. Ακολουθούν η Κίνα και η Τουρκία με φθίνον όμως ενδιαφέρον η κάθε μία για διαφορετικούς λόγους. Η επικέντρωση των διαλύσεων πλοίων στις χώρες αυτές δεν είναι βέβαια τυχαία. Η λειτουργία βιομηχανίας διαλύσεων πλοίων ευνοείται κυρίως από την ύπαρξη παρακείμενης βιομηχανίας χάλυβος, ικανής και πρόθυμης να χρησιμοποιήσει τον παλαιό χάλυβα, και την ύπαρξη άφθονου φθηνού μη εξειδικευμένου εργατικού δυναμικού (εργατοβόρος βιομηχανία). Και οι δύο αυτές προϋποθέσεις ισχύουν στις παραπάνω χώρες. Επιπλέον το παραγόμενο προϊόν είναι σχετικά χαμηλής ανά μονάδα αξίας και απαιτεί συμπίεση του κόστους. Τα πλοία στις χώρες αυτές διαλύονται σε εύκολα προσβάσιμες με αρκετά μεγάλο πλάτος και υψηλή παλίρροια ακτές ικανές να δεχθούν ένα μέρος των σκαφών χωρίς ιδιαίτερες υποδομές μειώνοντας το κόστος παραγωγής στο ελάχιστο. Διαλύσεις και επιχειρείν Πώς όμως συνδέονται οι διαλύσεις με την τρέχουσα ναυτιλιακή επιχειρηματικότητα; Θα έπρεπε πρώτα κανείς να εξετάσει τις ιδιαιτερότητες της ναυτιλιακής βιομηχανίας που συνίστανται στην κυκλικότητα των ναυτιλιακών αγορών από τη μία και στην δομή και το στρατηγικό management της ναυτιλιακής επιχείρησης από την άλλη. Καθώς οι ναυλαγορές ανθούν οι τιμές των υπαρχόντων πλοίων ανεβαίνουν απότομα και οι πλοιοκτήτες κάνουν υπερβολικές επενδύσεις σε καινούρια. Επειδή όμως οι αποφάσεις τους αυτές καθοδηγούνται από το συναίσθημα και βασίζονται στο γρήγορο

πλουτισμό και την κερδοσκοπία σύντομα οδηγούν την αγορά προσφοράς και ζήτησης τονάζ σε ανισορροπία ρίχνοντας έτσι τους ναύλους σε πολύ χαμηλά επίπεδα (ότι δηλαδή συμβαίνει και σήμερα). Μία τέτοια ανισορροπία μπορεί μόνο να εξομαλυνθεί με μία εύκολη και μόνιμη απομάκρυνση των παλαιών και οικονομικά απαξιωμένων πλοίων, δηλαδή τη διάλυσή τους. Η ευκολία απομάκρυνσης παίζει ιδιαίτερο ρόλο για τη γρήγορη εξισορρόπηση της προσφοράς και της ζήτησης τονάζ καθώς οι πλοιοκτήτες αρχικά διστάζουν να στείλουν τα πλοία τους για διάλυση ελπίζοντας σε ανάκαμψη της αγοράς. Μέχρι σήμερα η «ευκολία» αυτή υπάρχει. Από τη μία οι πλοιοκτήτες λαμβάνουν χρήματα από την πώληση του πλοίου τους στα διαλυτήρια ( ενδεικτικά να αναφέρω ότι με τις τρέχουσες τιμές για scrap metal ένα πλοίο τύπου Panamax bulk carrier μπορεί να πουληθεί για πάνω από $4,000,000 ) από την άλλη δεν υπάρχει περιορισμός “capacity” των διαλυτηρίων λόγω του ότι τα πλοία διαλύονται σε ακτές. Το πρόβλημα … Η εργασία στα διαλυτήρια όπως γίνεται σήμερα είναι ιδιαίτερα επικίνδυνη με αρκετούς ανθρώπινους τραυματισμούς και απώλειες ενώ η ίδια η δραστηριότητα επιβαρύνει σημαντικά το περιβάλλον. Περιβαλλοντικές οργανώσεις έχουν απαιτήσει την απαγόρευση της διάλυσης πλοίων σε ακτές παρά μόνον σε οργανωμένα ναυπηγεία. Το «εργατοβόρον» όμως της βιομηχανίας διαλύσεων πλοίων και η σχετικά χαμηλή τιμή μονάδος του τελικού προϊόντος μαζί με μία σειρά άλλων προϋποθέσεων (όπως αναφέρθηκαν παραπάνω) δεν επιτρέπουν τη βιωσιμότητα τέτοιον μονάδων εκτός και αν αυτές επιδοτούνταν. Και σε αυτή ακόμη την περίπτωση όμως (αν κανείς θα μπορούσε να πει ότι αυτό θα ήταν εφικτό) θα περιοριζόταν σημαντικά το διαθέσιμο “capacity” των διαλυτηρίων ενώ θα ενισχύονταν η απροθυμία των πλοιοκτητών στο να διαλύσουν τα παλαιά πλοία τους εφόσον δεν θα λάμβαναν πλέον χρήματα από την πώλησή τους. Όπως είναι κατανοητό η αλλαγή του τρόπου διάλυσης θα είχε συστημικές και καταστροφικές συνέπειες στις ναυτιλιακές αγορές και την ασφάλεια των πλοίων και του περιβάλλοντος γενικότερα αφού θα περιόριζε την ευκολία εξόδου των παλαιών πλοίων από την αγορά. Το πρόβλημα έχει γίνει πιο έντονο με την γιγάντωση του παγκόσμιου εμπορικού στόλου και την ανάγκη για ολοένα μεγαλύτερη ικανότητα απορρόφησης ακατάλληλων πλοίων από την πλευρά των διαλυτηρίων. Το 2009 ο Διεθνής Ναυτιλιακός Οργανισμός (ΙΜΟ) αντιλαμβανόμενος τη σοβαρότητα του προβλήματος για τη ναυτιλία και την ασφάλεια του κλάδου υιοθέτησε τη διεθνή συνθήκη του Hong Kong για ασφαλή και περιβαλλοντολογικά ορθή ανακύκλωση, μη καταργώντας όμως τις διαλύσεις στις ακτές.

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SHIPPING IN 2030 FORUM EU FU€LLING THE FUTURE

Up to 1.5 billion euro EU funding available for investments in Shipping and maritime transportations On June 13th Hellenic Lloyd’s hosted on board SS Hellas Liberty the SHIPPING IN 2030 Forum - EU Fuelling the Future. The Key speaker of the event was Mr José Laranjeira Anselmo, Policy Officer, TransEuropean Network, Directorate General - Mobility and Transport of the EU Commission, who presented the EU strategy, policies and tools in the implementation of sustainable marine technology as well as the European Investment Bank (EIB) initiatives and tools in innovative financing. Mr Anselmo expressed the EU’s commitment in funding projects towards sustainable shipping and described the funds that are currently available to be invested in Maritime Transportation. He also elaborated on the types of projects that can be eligible: “Any kind of project can be eligible as far as it is supported by a consistent business plan: environmentally friendly equipment, ports connection to the inner land, logistic information systems, training, safety at sea, integration of the ports and maritime operations within the global transportation chain, scrubbers, LNG engines, methanol engines, support to shipbuilding in terms of retrofitting etc”, said Mr Anselmo.

The aim of the SHIPPING IN 2030 Forum was to bring together major Shipping representatives as well as representatives of Associations, Ministries, Financiers, Port Administrators, Shipyards, Educational and Research Institutions with an EU representative to express their views on the future developments in the Shipping industry towards a sustainable future, and learn about the EU initiatives with respect to funding possibilities to this end. The event proved indeed a unique opportunity for all stakeholders to exchange opinions and propositions in the sole attempt to achieve real progress in the shipping industry taking into account the goals set by the EU for 2030 and the existing possibilities in terms of alternative fuels (such as LNG), innovative technologies, and innovative financing instruments.

The agenda of the forum included speakers representing a whole range of different stakeholders. The first session covered the challenges and opportunities behind future fuels and new technologies from the perspective of classification societies, shipbuilders, port authorities and owners.

In the second session the financial aspects were addressed in terms of how feasible these projects currently are or how far in the future they lie.

The sessions were followed by a panel discussion chaired by Hellenic Lloyd’s Theodosis Stamatellos. During the discussion it was made evident that there is ambition from all stakeholders and that we all need to make a coordinated next step towards well planned proposals. DGMOVE will be ready to assist and support every effort towards effective distribution of funds to our Area. “Next day must find us all working as partners in projects that will lead us in using our sea as an opportunity for Blue Growth”, Stamatellos commented.

Caption: Jose Laranjeira Anselmo, Policy Officer, Trans-European Network, Directorate General - Mobility and Transport of the EU Commission

Driving sustainability for a safer world.

How do you create a truly sustainable future for the marine industry? For us, it’s all about seeing the big picture. We offer intelligent, balanced advice that will help you meet your operational and commercial challenges as well as environmental and regulatory obligations. So you can trust us to make yours a safer, more productive and better performing business, as well as a greener one.

Learn more about our global network – go to www.lr.org/marine

Services are provided by members of the Lloyd’s Register Group.

Lloyd’s Register is an exempt charity under the UK Charities Act 1993.

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Gas Technology Report issued by Lloyd’s Register

Adoption of, and interest in, LNG-as-fuel for ships is gathering pace but challenge is as much in safe bunkering and port operations as in ship design: LNG bunkering guidance is one of the key subjects addressed in LR’s latest Gas Technology Report The growth in gas production is important for shipping and LR’s gas technology insight in to the issues being faced today is more relevant than ever.

“It has been a big year so far for gas in shipping,” comments Luis Benito, LR’s Global Marine Marketing Manager. “We are seeing robust demand for LNG carriers; the world’s biggest LNG fuelled passenger ship, the LR classed Viking Grace is now in operation in the Baltic Sea carrying 2,800 passengers; we have a growing number of gas-as-fuel projects underway or maturing; and late last month Shell took delivery of a brand new inland waterway tanker. Our marine stakeholders are looking to understand how to manage the risks involved with gas. We have the experience and the expertise to help them make informed decisions whether they are looking for off-the-shelf solutions or first principles.”

As the Viking Grace operations show, the port operations are as important as those on-board ship. LR’s LNG bunkering guidance can help ports worldwide address the risks involved.

Lloyd’s Register approves HMS LNG carrier training facility in Busan

Hyundai Merchant Marine subsidiary has been granted Approved Training Provider status for their facilities and LNG carrier training courses to SIGTTO Training Standards Lloyd’s Register has awarded Approved Training Provider (ATP) Certification to Hae Young Maritime Services Co. Ltd. (HMS), a subsidiary of Hyundai Merchant Marine Co. Ltd (HMM), one of Korea’s largest shipping companies.

The HMS Training Center at Busan, Korea trains seafarers under The Society of International Gas Tanker and Terminal Operators (SIGTTO) training standards. It is equipped with the newest sophisticated simulation training facilities identical to LNG carrier cargo handling systems and steam turbine plant. The specialised training is led by highly experienced qualified trainers with LNG carrier on-board management experience.

Taeg Gyu Lee, President of HMS (also Managing Director of HMM), was presented with the ATP Certificate and Plaque at HMS’s office in Busan, by Lloyd’s Register’s Chief Representative in Korea, Soo-Young Lee. Mr T.G. Lee commented: “Certification to the LR ATP Scheme is a milestone for our company.

Having in place an effective and efficient LNG carrier training system meeting the requirements of SIGTTO standards for the operation of our fleet brings real added benefits to the company and it allows us to be proactive in satisfying upcoming regulations, customer requirements and society’s expectations. We believe our HMS Training Center will contribute to our global competitiveness in the training and resourcing of LNG carrier specialists.”

Πιστοποίηση ISO 9001 και ISO14001 στον ΟΛΠ ΑΕ από την LRQA

Στα πλαίσια των Ποσειδωνίων για το Θαλάσσιο Τουρισμό, πραγματοποιήθηκε η απονομή των πιστοποιητικών ISO9001 και ISO14001 -για την Ποιότητα και το Περιβάλλον αντίστοιχα- από τηνLRQA (Lloyd’s Register Quality assurance) στον ΟΛΠ AE (Οργανισμός Λιμένος Πειραιώς). Η εν λόγω πιστοποίηση αφορά στην παροχή υπηρεσιών κρουαζιέρας από τον ΟΛΠ και επισφραγίζει τη δέσμευση του οργανισμού για τη θέσπιση και εφαρμογή μιας αειφόρου πολιτικής Ποιότητας και Περιβάλλοντος στον τομέα αυτό. Όπως τόνισε ο κ. Γιώργος Ανωμερίτης “Ο ΟΛΠ Α.Ε. ο οποίος από το 2011 έχει αναγνωρισθεί ως ECOPORT από την ESPO με πιστοποίηση των Lloyd’s, κάνει ένα ακόμα βήμα για μία αποτελεσματική Πολιτική Ποιότητας εντάσσοντας στα διεθνή πρότυπα ISO τις υπηρεσίες του τομέα Κρουαζιέρας. Καλούνται οι εργαζόμενοι και τα στελέχη του ΟΛΠ Α.Ε., οι πελάτες και η κοινωνία, οι προμηθευτές και οι επιβάτες να ενσωματώσουν στα οράματά και τους στόχους του ΟΛΠ Α.Ε. για ένα Λιμάνι Ποιότητας και Περιβάλλοντος το σύνολο των καθημερινών τους υπηρεσιών. Η LRQA συγχαίρει θερμά τον ΟΛΠ για την πρωτοβουλία του να πιστοποιηθεί ως προς τα διεθνή πρότυπα ISO9001:2008 και ISO14001:2004 αλλά και για τις προσπάθειες όλων όσων ενεπλάκησαν ώστε να στεφθεί το απαιτητικό αυτό έργο με επιτυχία. Πρόκειται για ένα πολύ σημαντικό βήμα που κάνει ο ΟΛΠ προς την κατεύθυνση της συνεχούς βελτίωσης των υπηρεσιών κρουαζιέρας, γεγονός που μεταξύ άλλων προωθεί σημαντικά τη εξέλιξη του Λιμένα Πειραιώς σε ένα από τα σημαντικότερα κέντρα υπηρεσιών κρουαζιέρας, όχι μόνο στην Ελλάδα αλλά και στην ευρύτερη περιοχή της Ανατολικής Μεσογείου.

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RINA Hellenic Technical Committee focuses on Energy Governance and IACS issues RINA’s first Hellenic Technical Committee meeting for 2013 was organized by RINA Hellas and took place on Wednesday the 3rd of April 2013.

The HTC Members and distinguished guests were welcomed by Mr. Spyros Zolotas, RINA Area Manager for Greece and Cyprus, who generally introduced the agenda of the meeting.

The Chairman of the Committee Mr. Theo Baltatzis, General Manager of Technomar Shipping, referred in his introduction to the top position of RINA regarding PSC detentions according to the statistics of all MOUs for 2012 and the fact that the RINA Greek owned fleet has further increased with more new vessels joining class in the last year.

The RINA Group is offering today a variety of services in a multi-business approach, with the Marine always keeping the core, as the Chairman pointed out, adding that this is confirmed by the new-building orders recently placed with RINA by Greek owners.

The RINA General Manager for Greece, Middle East and Africa, Mr. Stefano Bertilone, presented the latest news of the Society and briefly referred to the topics of the presentations, underlining the fact that the Greek Manager of Piraeus Engineering Center has been recently appointed as part of the support RINA team to the new IACS Chairman, on the occasion that RINA is undertaking the Chair of the Association, so as to be the link between the important Greek Shipping community and IACS. The technical part of the HTC meeting followed with Mr. Paolo Moretti, RINA General Manager, Marine Business Solutions, who presented the “RINA Services for fuel saving and electronic data collection”. He illustrated the services that the Group may offer today in order to assist in the Energy Governance of its clients, starting from SEEMP preparation and up to more sophisticated solutions for the real-time monitoring of vessels’ energy efficiency and decision support systems.

Mr. Antonio Lorenzetti, RINA Manager, Relations with Oil Majors and Vetting, presented his activities as manager of this newly established department, which has the scope to facilitate the relationships between RINA, the Shipping Companies and Oil Majors in all safety, environmental and operational standards in addition to Class Rules and International Conventions.

The recognition of RINA services (classification, CAP, etc.) by all Oil Majors has been illustrated in the presentation.

The last technical presentation of the meeting was delivered by Mr. Michael Markogiannis, RINA Manager, Piraeus Engineering Center, and its subject was the “IACS issues expected to be addressed under RINA Chairmanship”. Mr. Markogiannis referred to the Harmonized Common Structural Rules, Energy Saving issues, the implementation of the ILO MLC, the IACS Guidelines on tank testing, the mutual recognition type approval agreement between EU ROs and on the new Joint Working Group on influencing regulations by design.

The meeting was attended by the members of the HTC, who are among the most prominent Technical Managers of well-known Greek Shipping Companies, as well as distinguished guests from the academic field, as NTUA, or representatives of important global Trading Companies, as the Trafigura Group.

The open discussion that followed the presentations was very interesting regarding various issues such as the EEDI calculation and MRVs. Many stimulating ideas were collected for further elaboration

by RINA and the Members.

The meeting was followed by a dinner in a very vibrant atmosphere, where discussions were continued until late night and appointment was given for the next meeting which is expected to be held after summer.

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RINA and Dubai Drydocks team up

RINA’s Salza joins CEOC board

The RINA Group has entered into a framework agreement to supply certification and engineering services to UAE-based Drydocks World - Dubai (LLC). Under an MOU signed in Rome, Italy, on 9 May, Drydocks World will draw on RINA Group’s expertise to deliver assistance with project management and ship classification and certification for a number of projects, including floating hotels, mega yachts, special project vessels, underwater units and warships. The MoU was signed in the presence of H.E. Ms. Datin Paduka Halimah Abdullah, Malaysian Ambassador to Rome, Mr Muhammad Al Mansoori, Second Secretary of UAE Embassy in Rome, Mr. Hamad Al Nuaimi, Diplomatic Attaché, Embassy UAE in Rome, Ms. Penprapa, Minister Plenipotentiary, Embassy of Thailand, and other dignitaries.

H.E.Abdul Aziz Bin Nasser Alshamsi, UAE Ambassador in Rome said, “We are so pleased on this important occasion to emphasis the tremendous progression in the bilateral relationship between the UAE and Italy during recent years in all economic and political areas. Bilateral trade has grown by 26 per cent compared to 2011, which makes the UAE Italy’s first and largest trading partner among all the Arabic countries, and the most important strategic partner in the Middle East.

“The ongoing co-operation between Drydocks World and RINA Group for international classification, certification and engineering services enhances the role of the UAE and the Dubai Emirate’s push to be the leader for vessel classification in the Arabic, Middle and Far Eastern regions. RINA Group is recognised as an authoritative member of key international organisations such as the International Association of Classification Societies (IACS), and an important contributor to the development of new legislative standards.

Drydocks World has selected RINA Group to develop vital classification services in the region.

“Enhancing the partnership between Emirates Classification-Tasneef, a classification society specialising in the maritime sector, and the RINA Group will help further develop its ability to provide a world-class service for shipbuilding, conversion and refit, as well as ongoing military programmes.

It will also enhance its capability to deliver highly sophisticated services for passenger vessels, yachts, warships, and floating offshore oil & gas units.

Emirates Classification-Tasneef is also furthering its technical capability in the area of complex underwater structures that require continuous survey during construction to ensure conformation to class and statutory requirements, as it continues to develop a world-class centre for ship classification in the Middle and Far Eastern region.”

H.E. Khamis Juma Buamim, Chairman of Drydocks World and Maritime World, said, “We believe in working with good partners like RINA Group to deliver excellence in ship repair, ship conversion and ship building. This agreement with RINA Group will open the way for us to enhance our services for the most complex projects.

Paolo Salza, Chief Technical Officer, RINA Services, has been appointed to the board of Directors of the International Confederation of Inspection and Certification Organisations (CEOC).

Says Salza, “RINA Services has wide experience in testing, inspection and certification activities across a broad range of industries and I hope to share that experience with my colleagues in other inspection and certification companies, so that we can lift and maintain the quality across the sector and communicate with the industries we serve a clear picture of the benefits that inspection and certification delivers.”

Salza is a naval architect and mechanical engineer who joined RINA in 1989 and has fulfilled a number of posts within the company before being appointed to his present role at the beginning of the year.

CEOC International is a not-for-profit organisation that represents 24 independent inspection and certification organisations in 17 countries. Its aim is to promote safety, quality and the environment through independent conformity assessment.

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Lambros A. Chahalis Regional Chief Executive Hellenic & Black Sea Region

Go gas – go green Most Greek shipowners want to operate in an environmentally friendly way. But they work in a global market and cannot on their own take measures which distort their costs. So as air emission rules tighten they are in desperate need of a clean, cost-effective fuel.

Shipowners operating around the coasts of Europe and the North America already have to comply with tight Emission Control Areas rules and these rules will become significantly more restrictive soon.

In 2015 ships in ECAs will be limited to 0.1 per cent sulphur content in fuel. That means hard choices for owners, with consequences for both the environment and the finances of owners.

Owners of larger, ocean going vessels may calculate that their vessels spend little time in ECAs. Therefore they can plan to burn gas oil in those areas, and pass the costs on to charterers. That strategy may fail if gas oil costs shoot us as availability falls in the face of sharply increased demand. Or owners can choose to continue to burn heavy fuel oil, which is cheap and in plentiful supply, but then they will have to fit some form of exhaust gas scrubbing device. Or they can go for gas as a fuel. Those are the choices but they are not simple. As an organisation committed to the environment, Bureau Veritas has comprehensive decision support systems for owners facing those choices.

of clear international regulations for the safety of gas-powered vessels and the second is a lack of an adequate standardised bunker infrastructure. Bureau Veritas is actively involved in seeking solutions to both problems, as well as working on new designs for all types of gas-fuelled vessels.

Bureau Veritas has massive experience with gas fuelled propulsion, having classed the first generation of dual-fuel gas carriers. It has codified and proven rules on gas fuel safety. But the finalization of the IGF code (International Code of Safety for Ships using Gases or other Low-Flashpoint Fuels) is essential to provide all stakeholders a clear framework to develop safe gas-fuelled ship designs acceptable internationally. IMO expects the code to be adopted in 2014 and advances were made this year on clarifying some requirements.

In order to avoid further delays in the adoption of the IGF Code, a two-step approach has been discussed and supported by Bureau Veritas. The IGF Code can be finalized covering only natural gas as fuel in a first step and regulations for other fuels can be added later.

Burning LNG at sea in marine engines is not a new technology. The first LNG carrier fitted with dual fuel engines was built to BV class and delivered in 2004 and since then more than one hundred LNG carriers burning gas, most of them fitted with Wärtsilä DF engines and electric propulsion, have been ordered. BV has very strong experience with gas engines now. So the engine technology is proven and engine choice is widening as two stroke diesels are coming into play.

For ships other than gas carriers there are space and safety issues which need to be addressed. LNG occupies more than 1.8 times the space of fuel oil as bunkers for the same energy density. The tanks need to be positioned for safety in collision or grounding. This point is still under discussion at IMO and will have a substantial effect on ship design for the future.

Fitting a scrubber is expensive, requires crew training, has waste handling implications and there is little proven marine experience with scrubbers. A number of studies show that if all ships switch to gas oil in ECAs there will be massive supply problems. Against that background LNG looks as if it has the answers.

LNG is in plentiful supply globally, it is cheap and potentially getting cheaper, and above all it is clean. It cuts out SOX and NOX and lowers CO2 emissions.

Why are there not more gas-fuelled vessels? Because there is a lack

For bunkering there are issues for the ship and for the supply infrastructure. On the ship there are two issues, the physical means and location of bunkering and the crew competence. Requirements for both will be covered by IMO but as yet there are no set rules. Crews on gas carriers are trained in and used to handling LNG. Crews on cargo ships will not be, so special LNG bunkering training will be required.

LNG bunkering experience is limited. LNG supply to gas fuelled ships by truck is possible and will work for small and local vessels.

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Bureau Veritas has massive experience with gas fuelled propulsion, having classed the first generation of dual-fuel gas carriers. It has codified and proven rules on gas fuel safety. But the finalization of the IGF code (International Code of Safety for Ships using Gases or other Low-Flashpoint Fuels) is essential to provide all stakeholders a clear framework to develop safe gas-fuelled ship designs acceptable internationally. IMO expects the code to be adopted in 2014 and advances were made this year on clarifying some requirements.

In order to avoid further delays in the adoption of the IGF Code, a two-step approach has been discussed and supported by Bureau Veritas. The IGF Code can be finalized covering only natural gas as fuel in a first step and regulations for other fuels can be added later.

For larger vessels it is inefficient and few port authorities will be happy to see lines of LNG trucks queuing up to fuel a ship. So shore facilities and bunker vessels are needed.

There is some movement on this but not enough to give owners confidence. There is an EU-funded plan to develop gas bunker infrastructure in the Mediterranean, and some forward looking owners like Netherlands-based Anthony Veder have built small, flexible LNG carriers such as the Coral Methane and the Coral Energy which can serve as distribution and bunkering vessels for LNG. But many new LNG bunkering vessels are needed. Again, rules are needed so that standard equipment is developed.

Standardization of bunkering equipment is under development by the ISO TC 67 WG 10 where Bureau Veritas is participating. Guidelines for LNG bunkering operations are needed. Bureau Veritas will push hard for a clear structure so that gas fuelled ships and infrastructure

can develop together – quickly, cleanly and safely.

Despite the lack of rules and infrastructure owners and yards are looking ahead at gas-fuelled designs and Bureau Veritas is working with them. In Germany Bureau Veritas is working with design office Ingo Schluter on an LNG-hybrid ferry for use in Germany’s Wadden Sea inland waters. The owners will be a joint venture between Becker Marine Systems and shipowner Schramm.

For larger vessels BV is working with VEGA Reederei and Marine Service on a 1,000 teu feeder ship with a 4 stroke dual fuel main engine and dual fuel gensets.

At the main ocean liner end of the scale BV has already approved in principle the design of a 14,000 teu containership with dual-fuel propulsion. A similar project for a VLCC is undergoing study at present.

New designs are one thing, but many owners will want to convert existing ships to clean gas fuel. So Bureau Veritas is working with a group of shipowners and others in an EU project called LNG-CONV to convert the main engine on an existing BV-class chemical tanker, FURE WEST. It will be the first of its kind for this type of vessel. The project plans to convert the vessel to LNG propulsion and to learn lessons which can be applied more widely.

Gas fuel is coming for ships and Bureau Veritas is here to help owners benefit from it. It will be green, and it could be good for the costs of owners.

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Athanasios Reisopoulos Vice President, Area Office Southern Europe

Germanischer Lloyd

towards clean and efficient shipping Germanischer Lloyd has been investing, for many years, on the implementation of new regulations effecting the environment in order to assist its clients.

In parallel, GL has developed a large number of services and tools for the construction of environmentally friendly and fuel efficient newbuildings as well as the retrofitting of more energy efficient existing vessels.

ECO-Trends Are Here To Stay Sustainability has entered the main stream. There is a general trend across all industries towards seeking competitive advantage by adopting a green business agenda.

There has been growing recognition that shipping has to do something about its environmental record, and this has lead to the introduction of a number of regulations which are focussed on ways of improving the sustainability of the shipping life-cycle. This year, of course, saw the entry into force of the EEDI and SEEMP as part of a raft of measures, covering emissions to both air and water.

But truly it has been the skyrocketing of bunker prices which has seen a radical reassessment of industry practices, as operators seek to save every last drop of fuel. This has also coincided with increased public awareness of the environment, the rise in importance of “green” credentials and Corporate Social Responsibility (CSR) as a market differentiator, and a growing movement from clients demanding full environmental accounting throughout their supply chain. As a result many clients are seeking out green services and emphasising ECO features in shipping to deliver greater value to their customers, while benefiting the environment and the bottom line.

Energy Management Certification Rickmers Shipmanagement becomes the first German company operating in the maritime industry and one of only a handful of shipping companies in the world to achieve certification to the ISO 50001 Energy Management System standard. GL Systems Certification (GL) issued the accredited ISO 50001 certification for the Rickmers offices in Hamburg and Singapore, as well as for ten ships from their fleet. The handover took place at the Rickmers’ head office in Hamburg last January. All audits were completed successfully by GL auditors in 2012, with plans in place to add nine more ships in early 2013.

ISO 50001 is a voluntary international standard that gives companies a framework for developing targets and implementing policies with the aim of improving energy efficiency, quality of services and reduction in emissions.

The successful implementation of the ISO 50001 standard within a period of

just six months underlines the support and commitment from Rickmers’ top management to energy efficiency.

LNG For Passenger Shipping – Ready to Go! GL recently held a forum to announce the results of the GasPax joint project and award approval in principle certificates. This was the culmination of several years of work from the partners focused on developing designs for LNG fuelled passenger vessels. Sponsored by the German government, GasPax was designed to get German ship yards and manufacturers ahead of the game on LNG fuelled vessels. The project partners set out to examine the technical challenges associated with use of the fuel in three types of passenger vessels: a cruise ship, a mega yacht, and a roll on roll off passenger ferry (RoPax), and to come up with ready for market designs. Four project partners were presented with approval in principle certificates for their designs. An approval in principle recognises the technical feasibility of the design and he noted that the presentations of the certificates showed once again that there were market ready designs for owners really to take the next step and move to LNG. GL was involved in a number of research projects developing a regulatory framework for bunkering in ports in 2012. As part of the Clean North Sea Shipping project, GL performed safety assessments for LNG bunker vessel operation in ports and looked at safe LNG transfer, bunker stations and the compatibility of the involved systems as part of the BunGAs R&D project. As well, GL had undertaken a study on behalf of German Ministry of Transport to develop a draft safety guidance for ports.

Scandlines Zero Emission Ferry Design Technical and operational efficiency improvements may lower CO2 emissions from ships by as much as 20 per cent across the global fleet. But even such marked gains in efficiency will not stop the steady increase of total emissions from shipping or meet the ambitious reduction targets of the future.

With strict limits on sulphur emissions set to come into effect in 2015 in the Baltic Sea, ferry owner and operator Scandlines turned to FutureShip, GL’s consulting subsidiary, to help them develop a fuel cell driven concept design with for their Baltic ferry lines. The design is for a double-ended ferry for with space for 1500 passengers and 2200 lane metres for vehicles. Located on deck, the hydrogen tanks can accommodate 140 cubic metres – enough for a passage of 48 hours. The fuel cells offer a rated power of 8300 kilowatts and the storage batteries a capacity of 2400 kilowatt-hours. The nominal speed of the ferries is set at 17 knots – the parameter used for sizing the fuel cells. To accelerate up to 18 knots, the four 3MW pod drives draw additional current

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For a true “zero”-emission vessel, it is necessary to go beyond the emissions from the ship itself and account for the production of its fuel as well.

The GL design concept proposes using wind energy to produce LH2. A 500 MW wind farm could produce up to 10,000 tonnes of liquid hydrogen from surplus power it is unable to feed into the gird. GL estimates that liquid hydrogen produced by wind power could be commercially attractive between 2020 and 2030, provided that the price of MGO increases beyond US$2000/t.

FLETTNER ROTORS FOR DIRECT HARVESTING OF THE WIND

FLETTNER ROTORS FOR DIRECT HARVESTING OF THE WIND H 2 TANKS

BATTERIES

SEEMP Solution – Reducing Fuel Consumption Future-Ship GmbH, GL’s maritime consulting arm, offers an SEEMP solution and recently presented its 1,000th SEEMP certificate to EFNAV COMPANY LTD (EFNAV), Athens. The FutureShip SEEMP solution allows the energy manager of a shipping company to select appropriate measures and convert them into vessel-specific SEEMPs. Every single SEEMP is checked by Future-Ship to minimise the chance of error. The SEEMP solution comes with a vessel-specific Energy Efficiency Operational Indicator (EEOI) calculator. Vessels with an SEEMP in place have already shown marked improvements in fuel consumption, especially so in conjunction with a comprehensive continuous improvement system. On-demand energy efficiency management consulting support is available from FutureShip. Many customers have already taken advantage of this service.

ECO-Assistant – Award Winning Efficiency The trim optimisation software tool ECO-Assistant, has won the Environment Award at the Lloyd’s List Asia Awards 2012. Developed by FutureShip, the award celebrated ECO-Assistant’s instant effect in reducing the fuel consumption and environmental impact of a vessel. ECO-Assistant can regularly achieve fuel efficiency improvements of up to 6%. A typical 7,500 TEU container vessel operating at a slow steaming speed, for example, can reduce its CO2 emissions by 2,740 tons per year through using ECO-Assistant. To date, more than 300 systems have been installed onboard and onshore worldwide.

The award once again demonstrates that the maritime industry recognises and appreciates GL’s longstanding commitment to improving energy efficiency in shipping and preventing pollution of the marine environment.

Environmental Passport Operation – Verifiable Gains, Systematic Documentation GL also released the new Environmental Passport – Operation service. The service certifies a ship’s emission inventory for a one-year reporting period.

Emission data is accumulated during voyages and consolidated over the reporting period. Following verification and checking against applicable thresholds, GL will then certify the data. GL’s Environmental Passport – Operation requires an emission inventory that summarises emissions to water and air based on predefined categories. It accounts for regular, i.e. non-accidental, emissions under normal ship operating conditions, including CO2, SOX, NOX and refrigerants emitted to air, and ballast water, garbage and bilge water into the sea.

The Environmental Passport – Operation certificate covers the respective vessel’s worldwide operation over a specific period. The Environmental

FUEL CELLS PROPELLER WITH E-MOTOR

Passport – Operation service also includes computation of the IMO Energy Efficiency Operational Indicator (EEOI), provided that additional cargo data is made available. An extra page of the certificate can be used to record the EEOI value. The vast majority of this data is readily available today in one form or another, be it in electronic log abstracts produced for the charterer and/or operator of the vessel, or be it in official record books used to record legal compliance data as required under MARPOL. As an independent, third-party verification, Environmental Passport – Operation documents the owner’s and operator’s commitment to achieving sustainable ship operation. The Environmental Passport programme thus provides the maritime industry with a means to demonstrate its efforts towards reducing its environmental footprint in terms of both design and operation.

GL Emission Manager - Optimal Data Collection In cooperation with German shipping company Hamburg Süd, GL developed the GL EmissionManager system to systematically capture all environmentally relevant ship operation data. Using this software tool, owners and operators no longer have to rely on assumptions and estimates, but instead have reliable data with which to assess the performance of vessels and fleets and to generate reports for mandatory regulations, voluntary databases and to satisfy a client base which is increasingly interested in verifying environmental performance.

The GL EmissionManager software is designed to systematize and structure reports that are traditionally recorded in less coordinated ways. Operational and voyage-related data, such as noon/position report, departure, arrival, and stoppage reports is recorded and analysed and environmental information, examining factors such as fuel consumption, emissions to air (CO2, SOX, NOX), garbage, sludge, ballast water and chemicals, is extracted.

Smarter Ports – Greener Ships Port efficiency is a key factor in economic ship operation, with direct implications for fuel efficiency, but also on other cost items. Stefan Harries, with colleagues from GL’s Friendship systems subsidiary, developed a method which would allow quantitative consideration of cargo handling times for container vessels in the conceptual design stage. The method is based on a statistical approach. For many randomly chosen combinations of containers on board, containers to be handled in port, and assigned cranes, the required time in port is determined. In a paper on the new method a number of case studies were a ssessed which showed that the differences in port efficiency were considerable.

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Environmental Protection Engineering S.A., first Greek GL certified IHM provider

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nvironmental Protection Engineering S.A.(E.P.E.) has become the first Greek company to obtain certification from cla sification society Germanischer Lloyd (GL) as a certified provider of Inventory of Hazardous Materials (IHM) services. E.P.E. becomes one of only a handful of companies worldwide that are able to offer IHM in compliance with the Hong Kong International Convention for the safe and Environmentally Sound Recycling of Ships and the Guidelines for the Development of the Inventory of Hazardous Materials.

E.P.E. HazMat Expert, Mr. Fotis Ploumitsakos said: “This certification is the capstone of cooperation with GL that has developed over the last three years and has resulted in the training and certification of E.P.E.’s technicians as Hazardous Materials Experts. It is the result of a continuous process of improvement in our services that our company has undertaken for more than 35 years. We have already completed an important number of IHM or asbestos surveys on vessels and more than 1,000 marine and land asbestos removal projects, and this certification is a clear sign that we have taken another step in furthering our goal to deliver innovative services and products to protect the environment and human life”. E.P.E. provides its services worldwide in a short notice & promotes fleet packages on IHM from which shipowners can have a real benefit. With GL’s support and guidance we are confident we can continue to meet the highest criteria set by the global shipping market.

E.P.E. cooperates with POLYECO S.A., the only fully licenced waste management industry in Greece, which operates the most efficient environmental analysis laboratory.

Mr. Gerhard Aulbert, Global Head of Practice Ship Recycling, GL said: “Upcoming new EU regulations on sustainable ship recycling and the existing Hong Kong Convention and the IHM Guidelines are some of the most important steps in the maritime industry’s push to become more environmentally responsible.

They are important recognition that we cannot consider a vessel’s construction, operation and final disposal as a series of unconnected steps, but as a holistic process where we continually seek to minimise its negative environmental impact. Training and certification of

HazMat experts are a vital part of this in assisting the industry to meet valid regulations and we are pleased to be able to cooperate with such a strong partner as EPE.” The EU regulations and “Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships, 2009” are expected to come into force commencing in 2015. The aim is to minimise the environmental and occupational health risks of ship recycling, in the most effective, efficient and sustainable way.

In line with the IHM guidelines new and existing ships will have to carry an Inventory of Hazardous Materials (IHM) and the related International Certificate of Inventory of Hazardous Materials (ICIHM) onboard. Some 50,000 existing ships will have to obtain the ICIHM within five years, and new-buildings from the beginning of their operational life.

Picture: “Milestone in further strengthening the collaboration: Handover of HazMat Company approval Certificate to E.P.E. The ceremony was attended by Ms. Helen Polychronopoulou, Executive Vice-President of E.P.E.; Mr. Ioannis Polychronopoulos, President of E.P.E.; Mr. Athanasios Polychronopoulos, Managing Director of E.P.E.; Mr. Gerhard Aulbert, GL Global Head of Practice Ship Recycling - Hamburg; Mr. Konstantinos Vasileiadis and Mr. Aristides Efstathiou, Representatives of GL Piraeus”.

Reliability.

Germanischer Lloyd.

You need ships that operate on schedule – as well as a global partner, always available on time, who supports you in running operations at highest efficiency. As a classification society, we develop state-of-the-art rules and guidelines for the shipping industry.

Moreover, we are also a provider of innovative software solutions and consulting for increasing your ship’s efficiency. www.gl-group.com

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Tsavliris Salvage & the Environment Concern for the environment has seen the role of the salvor transformed over the past 30 years, and there is every likelihood this trend will continue. Still, salvage contractors remain the best line of defence in combating environmental dangers created by oil spills and other maritime casualties. They operate under increasing public scrutiny brought about by extensive media coverage and a policy of zero tolerance adopted by government authorities. Nowadays, salvors must meet the ever higher and unyielding expectations of both the public and the politicians, when carrying out salvage operations. The growing concern of coastal states, keen to protect and preserve the marine environment, has also led to greater government interference in dealing with casualties and salvage operations. Today there is hardly a salvage event that is not driven by concern for the environment.

TSAVLIRIS, as an international salvor, is part of this main line of defence, so vital in combating the environmental threat posed by marine casualties. Experienced salvors carry-out operations, which minimize environmental damage, while striving to limit spills; thus ensuring a cleaner and healthier environment for future generations.

Tsavliris Salvage Group has been an ardent supporter of HELMEPA (The Hellenic Marine Environment Protection Association), CYMEPA (The Cyprus Marine Environment Protection Association) and INTERMEPA (The International Marine Environment Protection Association). Members of the Tsavliris family serve on the respective executive boards and have held the vice-chairmanship of HELMEPA, and currently holding the chairmanship of CYMEPA and INTERMEPA, as well as also the Presidency position at the International Salvage Union.

Tsavliris Salvage Group once again had a busy year in 2012, with ten LOFs plus a further six towages, and 2013 is shaping up to be a good year too! All salvage operations can be cited in having an environmental element within them, however please see below three of our most significant cases this past year.

Bulk Carrier “BET PRINCE” Tsavliris dispatched salvage tug “DONG HAI JIU 111” at the beginning of August to the assistance of bulk carrier “BET PRINCE” (GT 82,830, DWT 163,554), laden with iron ore, disabled about 100 nautical miles south east of Zhoushan due to technical problems.

“DONG HAI JIU 111” arrived at the casualty’s position in the early hours of the next day, but due to adverse weather conditions (typhoon “SAOLA”) the towline could not be established until 8am and thence towage commenced towards Zhoushan. Under the continuing severe weather conditions the convoy arrived off Xiazhimen anchorage (Zhoushan). Due to the risky circumstances Tsavliris mobilized salvage tug “DONG HAI JIU 116” to assist with the controlling of the tow prior to proceeding to anchorage.

“BET PRINCE” was brought to the east of Putuoshan Island and anchored by the two tugs. “DONG HAI JIU 116” was released and returned to her station, whilst the “DONG HAI JIU 111” and locally contracted tug ‘FENGHE 8006’ remained nearby the “BET PRINCE”

providing standby services and transferring technicians to try to restore the vessels power. The threat of another typhoon, “HAIKUI”, hindered salvage operations further and the crew’s safety became an issue.

Due to the weather, the “BET PRINCE” dragged her anchor, so her second anchor was dropped, but in spite of this, dragging continued – there was a risk of her grounding as she was heading towards the rocky shoreline. “DONG HAI JIU 111” was instructed to attempt an emergency tow line connection; however this was too dangerous, therefore she stayed near the casualty to monitor the situation continuously.

After the typhoon “HAIKUI” passed, the “DONG HAI JIU 111” connected the towline to the casualty and electricity was restored on the “BET PRINCE” – two injured crew members of the casualty were transferred ashore for medical attention, while repairs continued on the “BET PRINCE”. The typhoon caused significant damage to the casualty’s accommodation, deck and equipment.

Whilst works continued on the casualty the two salvage tugs also protected the vessel from local traffic as the “BET PRINCE’s” condition/location posed/ created a risk of collision with other vessels. The “BET PRINCE’s” anchors and anchor chains had become entangled due to the severe weather and a floating crane was brought in to untangle them under the instruction of our salvage master. The casualty was towed from a depth line of 20 metres to deeper water to avoid any further damage. Provisions and marine gas oil were supplied to the casualty, as well as a portable air compressor and a diesel driven generator to provide electricity.

There was a threat of two further typhoons, “TEMBIN” and “BOLAVEN”. Time was of the essence as the typhoon “BOLAVEN” was headed directly for the casualty’s position and approval from authorities to enter the port was being denied. Preparations were made for the “BET PRINCE” to be towed to North anchorage to shelter her from the typhoon, in the event port approval was not granted. The crew’s safety and the environment were of paramount importance.

The casualty was finally granted entry to Zhoushan port and was towed by port tugs and pilots to Terminal 5 for shelter due to the incoming typhoons “BOLAVEN” and “TEMBIN”. Standby services were provided at berth No. 5 by port tugs, salvage tugs and pilots until the typhoons had passed. Casualty was safely redelivered to her owners on the Thursday 30th August.

General Cargo Vessel “EVERTON” In late September, General Cargo Vessel “EVERTON” (GT 6,714,DWT 8,874), fully laden with containerised cargo, was immobilized (with blackout) following engine room/accommodation block fire while in the Mozambique Channel, approximately 180 nautical miles east of Beira. Guard Utility Vessel “FLEUR DU CAP” was dispatched to casualty’s position to render standby safety services until the arrival of a suitable tug. The nearest available tug “TERAS HYDRA” was dispatched from Durban and sailed towards the casualty. Due to prevailing winds, swell and strong currents in the

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Mozambique Channel, casualty drifted in a southerly direction at about 3 knots.

The “FLEUR DU CAP” arrived at the casualty’s position whilst a salvage team of six persons (which had been flown in) departed Beira onboard the contracted Fishing Vessel “VEGAS 12”. The salvage team arrived and boarded the “EVERTON”, the vessel was supplied with fresh water and provisions for her crew, and the salvage team immediately went about reinstating the electrical power.

The salvage team continued to improve the sustainability of the electrical systems on board the “EVERTON”, the emergency generator was successfully started up providing lights on the starboard side, and navigation lights, etc. were reinstated. Due to the adverse weather salvage tug “TERAS HYDRA” did not arrive until early October, and came alongside to provide fresh water and food supplies. Afterwards “TERAS HYDRA” connected the tow line to the “EVERTON” and the convoy proceeded towards Beira.

The convoy arrived at Beira outer anchorage on the 7th October 2012 where “EVERTON” dropped anchor and “TERAS HYDRA” anchored at a close distance awaiting authorization for port entry.

Due to port congestion at Beira and no available slot at the congested terminal, the decision was made for “EVERTON” to be towed to Durban with a skeleton salvage team onboard the “TERAS HYDRA”.

Following preparations onboard the “EVERTON”, the “TERAS HYDRA” connected to the casualty and began towage to Durban on the 14th October. Prior to arrival at Durban roads the towing chain parted and the casualty was reconnected by the emergency tow line. Convoy arrived at Durban roads on the 20th October, however attempts to enter port were postponed due currents and swell; whereupon “EVERTON” dropped anchor with “TERAS HYDRA” alongside. On the 25th October “EVERTON” safely berthed at Dormac berth and was provided with shore power and access to firefighting water. After over one month of salvage services “EVERTON” was safely redelivered to her owners.

Oil Products Tanker “MAKO” On Thursday 14th February, we dispatched salvage tug “KAMARINA”, from her Singapore salvage station, to the assistance of oil products tanker “MAKO” (GT 60,504, DWT 104,000), laden with about 89,000 M/T Murban crude oil, experiencing technical problems and steaming at reduced speed, about 115 nautical miles south of Sunda Straits, Indian Ocean. The casualty required tug assistance/support prior to entering the Sunda Strait.

Motor tug “SWISSCO SUPREME” was also fixed and set sail from Singapore on Monday 18th February to assist in the escort, steering or towage of “MAKO”.

“KAMARINA” arrived at rendezvous point on the 18th February and awaited the arrival of the second tug, “SWISSCO SUPREME”, in order to proceed to the casualty’s position.

Following instructions from “MAKO”, the “KAMARINA” proceeded to the casualty’s position on the 21st February and arrived the same day. Attempts were made to connect the towline, however bad

weather conditions did not allow for this. On the 22nd February, tug “SWISSCO SUPREME” arrived and attempted to connect the towline at the stern of the casualty. Once again due to bad weather it was difficult to connect the towline and once connected the towline parted.

Due to improved weather conditions towlines were connected on the 25th February, i.e. “KAMARINA” connected to the bow and “SWISSCO SUPREME” connected to the stern. Convoy commenced towage to Jakarta where safely arrived on 27th February. Both tugs were released the following day - 28th February.

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Επαγγελματική Πιστοποίηση Διεθνούς Κύρους και Αναγνώρισης στη Ναυτιλία Το Institute of Chartered Shipbrokers Greek Branch διανύει για 10η συνεχή χρονιά την επιτυχημένη πορεία του στο χώρο της εκπαίδευσης και πιστοποίησης ναυτιλιακών στελεχών μέσω του ICS Membership, σημάδι επαγγελματισμού και καταξίωσης στη διεθνή ναυτιλιακή κοινότητα. Το ICS Greek Branch λειτουργεί υπό την διοίκηση του Hellenic Management Centre, το οποίο αποτελεί επίσημα εξουσιοδοτημένο εξεταστικό και εκπαιδευτικό κέντρο του ICS στην Ελλάδα.

To Ιnstitute of Chartered Shipbrokers, ως ο μοναδικός διεθνώς αναγνωρισμένος επαγγελματικός οργανισμός, που εκπροσωπεί shipbrokers, ship managers και agents από όλο τον κόσμο, παρέχει επαγγελματική γνώση και κατάρτιση σε ναυτιλιακούς επαγγελματίες όλων των ειδικοτήτων. Tο επαγγελματικό πρόγραμμα εκπαίδευσης - ICS Professional Maritime Diploma - έχει δημιουργηθεί με γνώμονα τις απαιτήσεις του κλάδου της ναυτιλίας, καλύπτει πλήρως τις ανάγκες της και βοηθά στην επαγγελματική ανάπτυξη και καταξίωση των ναυτιλιακών στελεχών. Είναι ειδικά προσανατολισμένο και σχεδιασμένο για να προετοιμάζει τους συμμετέχοντες για τις εξετάσεις του ΙCS που οδηγούν στην απόκτηση της ιδιότητας του μέλους (ICS Membership). H ιδιότητα μέλους του ICS αποτελεί εγγύηση επαγγελματισμού στη διεθνή ναυτιλιακή κοινότητα και παρέχει τη δυνατότητα διασύνδεσης και επικοινωνίας με τη διεθνή ναυτιλιακή αγορά μέσω του εκτεταμένου δικτύου των μελών (3.500 μέλη σε 26 παραρτήματα παγκοσμίως).

To ICS Professional Maritime Diploma απευθύνεται σε ναυτιλιακά στελέχη, πτυχιούχους ναυτιλιακών, οικονομικών και πολυτεχνικών τμημάτων που θέλουν να ενταχθούν δυναμικά στο χώρο. Η δομή του προγράμματος περιλαμβάνει δύο κύκλους ναυτιλιακών μαθημάτων: στον πρώτο τα μαθήματα είναι κοινά για όλους τους υποψηφίους και είναι γενικής κατεύθυνσης και στον δεύτερο οι υποψήφιοι επιλέγουν ειδίκευση σε ένα από τα ακόλουθα: Shipbroking and Chartering Practice, Ship Operations & Management, Maritime Economics / Finance και Maritime Law. Οι εισηγητές είναι καταξιωμένοι επαγγελματίες του χώρου που συνδυάζουν πολυετή επαγγελματική και διδακτική εμπειρία καθώς και σημαντικές ακαδημαϊκές σπουδές. (Φωτό: Η κα. Ναταλία Μαργιώλη, διευθύντρια του Hellenic Managament Centre και Institute of Chartered Shipbrokers Greek Branch).

TECHCROSS Develop Nextgeneration BWMS

The Ministry of Oceans and Fisheries and Korean leading BWMS manufacturer TECHCROSS signed an agreement for technical development of nextgeneration ballast water managementment system on April 30.

When the IMO’s International Convention for the Control and Management of Ships’ Ballast Water and Sediments, adopted in 2004, will take effective predicted to be in the end of 2014, around 68,000 vessels under operation will be mandatorily equipped with BWMS, which will sharply boost its demand.

The US, in which about 65% of global seagoing vessels call at its ports, demand advanced BWMS technology, which intensifies agreed international standards over 1,000 times, with an aim to protect marine environment. Also, the country plans to control incoming vessels.

Therefore, the Korean ministry decided to develop the next-generating BWMS with an investment up to KRW 12bn ($11m) from this year to 2018, in order to prepare rapidly for increasingly demanding of technical standards.

And the government revealed that it named TECHCROSS as a partner developer after an open competitive competition. The competition was started January, 2013 with 5 Korean BWMS manufacturers. They have applied for “Developing the BWMS and validating the verification system for USCG phase II” which was given by ministry of oceans and fisheries. The purpose of this agreement is that developing BWMS to meet the USCG phase II. As TECHCROSS has been funded KRW 12bn to satisfy their BWMS to meet USCG phase II, TECHCROSS is in charge of R7D with KIOST. TECHCROSS is targeting to make BWMS as a global leader of the market and developing the BWMS and validating the verification system for USCG phase II.

We support innovative solutions to improve energy efficiency and reduce emissions For more information, please contact: Bureau Veritas Greek Central Office 23, Etolikou Str. - 185 45 PIRAEUS Tel: +30 (210) 40 63 000 Fax: +30 (210) 40 63 063 Email: grc_lpr@gr.bureauveritas.com Visit us on: www.bureauveritas.com - www.veristar.com www.bureauveritas.gr

Move Forward with Confidence

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Paul Robbins sBU Marine Coatings Marketing Director, International Paint

Innovation is Key to Sustainable Growth in Shipping In a market facing transition, International Paint’s Global Marketing Director, Paul Robbins reflects on the need for shipping to continue to innovate in all aspects of the industry, from design and construction to operations, in order to underpin sustainable growth.

The long-term trajectory for bunker prices, notwithstanding fluctuations, is rising. Significantly so, following the implementation of the 2015 ECA regulation which will see vessels only burning fuel with a sulphur content of 0.1% or below in designated areas, where the premium for distillates could be as high as $400 per tonne above heavy fuel oil.

As prices increase, ship owners, operators and charterers will continue to negotiate charter party agreements around who exactly should shoulder the fuel burden. Although a recent development, owners and operators have expressed significant interest in choosing vessels that will save fuel costs and emit less carbon and other GHGs. We are already seeing premiums being charged for energy and eco-efficient ships in the newbuild market, demonstrating the market need for these vessels. It should not be long before these financial incentives filter down to the charter market where organisations that can offer the more fuel-efficient vessels will unquestionably have a competitive market edge.

Drivers of Innovation A number of forces are converging - including competition, technological advancements and regulatory concerns - which have the potential to drive innovation, bringing sustainable growth to the shipping industry and delivering a shot in the arm for global trade.

Utilising simple, proven and readily available technology can help vessel owners achieve improved fuel-efficiency now.

International Paint’s marine biologists, hydrodynamicists and polymer scientists, have worked closely with highly respected global academic institutions, to pioneer the development of coatings technologies that address industry issues. For hull performance that means achieving predictability in fouling control, not seen since the days of tributyltin and helping solve the thorny issue of slime fouling on ships hulls. Two innovative new technologies therefore are set to improve vessel-operating performance, increase efficiency and help control fuel costs and emissions.

Newly developed Intercept 8000 LPP is a biocidal antifouling Based on advanced patented LUBYON polymer technology, Intercept 8000 LPP, provides customers with consistent and predictable linear polishing. This

enables ship owners and operators to plan and budget effectively throughout the drydock cycle of the vessel.

The coating has a superhydrophilic surface meaning that when it is immersed, the seawater has a lubricating effect, resulting in less friction, less drag, lower fuel consumption and associated emissions savings of 5% compared with typical controlled-depletion polymer antifoulings.

The coating surface also swells on contact with seawater, helping to smooth out imperfections and potentially further reducing drag. The biocide release rate is largely unaffected by seawater temperature, meaning the coating has trading flexibility and can operate across global routes and through all seasons.

Further significant investment in research and development has also enabled us to bring to market Intersleek 1100SR the first biocide-free, fluoropolymer technology that tackles the ‘slime challenge’. Slime, a complex, varied and dynamic organism begins to colonise surfaces as soon as they enter the water, has been proven to have an adverse effect on the efficiency of all vessel types.

According to a recent formula produced by Michael P Schultz, professor in the department of naval architecture and ocean engineering at the US Naval Academy, at today’s bunker prices, the effects of slime potentially cost the shipping industry 44M extra tonnes of bunker fuel, which equates to $28.6Bn in additional fuel costs and an extra 134M tonnes of CO2 emissions every year.

Intersleek 1100SR, contains a patented fluoropolymer that has been developed by enhancing the slime-resistant polymer groups used in earlier generations of Intersleek technology. It is designed for all commercial vessels, even those operating a slow or ultra slow steaming strategy. The Fluoropolymer Foul Release technology produces fuel savings and associated emissions reduction of up to 9%. To date over 1600 vessels are now using Intersleek technology, as a means of improving both operational and environmental efficiencies.

To Measure is to Know For the market to fully realise the fuel and emissions reductions benefits of new and emerging technologies, it will need to fully trust the fundamental data and analysis behind performance and efficiency claims; this lack of independence is an issue which has been lobbied against the clean technology sector for some time now.

To measure is to know, and real-time, automated performance monitoring has the potential to enable the crew on board a vessel to take necessary actions

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early in response to changing conditions that can adversely affect fuel consumption. From an onshore management perspective, real-time, onboard performance monitoring enables long-term trends to be measured and analysed to enable faster and more precise decision making within the long-term goal of developing more efficient fleet operations.

However, as things stand, most ship owners and operators have limited information about the fuel consumption and the energy efficiency of their fleet. For most, performance analysis is carried out manually with operators comparing energy performance reports and audits in isolation against budget estimates.

Many ship owners and operators today have to rely on inadequate information and data to justify investments. If they don’t have confidence in the fuel and emissions reduction figures that are claimed, the take up of these technologies and further innovation will be stifled and customers will spend more on fuel than they need to at a time when budgets are being significantly stretched and charterers increasingly scrutinising their fuel spend. With current technology and innovation there is the scope for a meaningful framework and roadmap for calculating fuel consumption and a level playing field provided for all.

With hull coatings being the most widely used eco-efficient technology on the market, and as a leading global marine coatings supplier, International Paint has the opportunity, and responsibility to lead the way. However, it should not, and cannot be up to hull coatings companies to set the parameters and methodologies by which their products are measured; a principle that is relevant to all clean technology and their manufacturers. The best and most appropriate thing we can do is let independent, third party expert fuel and emissions monitoring organisations develop a standard model that can be applied to measure fuel consumption and the savings available through technologies. Tapping into accurate, high-quality and high-frequency fuel consumption and vessel performance data, collected from ships’ sensors monitoring engine torque, navigational systems and the speed log, throughout the service life of a vessel could become a fundamental way of improving operational efficiency of the global shipping fleet. Ensuring independence is critical and the most responsible and effective way to generate credibility and accurate eco-efficiency benefits for clean technology manufacturers, which will serve to build trust with customers and the wider shipping industry.

Accurate measurement can only serve to challenge coatings manufacturers to continue to develop technology to better serve future demands for greater efficiency within the industry. Technology providers for their part must seek to understand customers’ needs and calibrate investment in research and development to stay ahead of the challenges that emerge. The current economic challenges and the realisation of multi-faceted regulation facing the industry are not the first time in shipping’s long history that it has been faced with making hugely impactful decisions. As in the past, challenges should inspire innovation to create long-term sustainability. Investing in innovation now is most certainly the way ahead.

Η ετήσια εκδήλωση βράβευσης των ναυτικών

Στα γραφεία της Ενώσεως Ελλήνων Εφοπλιστών πραγματοποιήθηκε η ετήσια εκδήλωση βράβευσης των ναυτικών που τερμάτισαν το 2009 την σταδιοδρομία τους σε ποντοπόρα πλοία, με τη μεγαλύτερη θαλάσσια υπηρεσία, καθώς και η απονομή υποτροφιών σε μεταπτυχιακούς σπουδαστές. Στην εκδήλωση παρέστησαν ο Υπουργός Ναυτιλίας και Αιγαίου, οι Γενικοί Γραμματείς, ο Αρχηγός Λ.Σ, ο Υπαρχηγός Λ.Σ, καθώς και οι διοικήσεις των ναυτικών οργανώσεων και εκπρόσωποι εφοπλιστικών ενώσεων. Τα βραβεία στους ναυτικούς από 3.000 ευρώ το καθένα που απένειμε ο πρόεδρος της Ε.Ε.Ε. κ. Θ. Βενιάμης, έλαβαν από την κατηγορία αξιωματικών, ο Πλοίαρχος Γ΄ τάξεως κ. Ηλίας Βορριάς και από την κατηγορία πληρωμάτων ο ναύτης κ. Παναγιώτης Τζανάκης. Ο κ. Ηλίας Βορριάς έχει γεννηθεί στη Χίο το 1951 και τερμάτισε την σταδιοδρομία του με συνολική θαλάσσια υπηρεσία 28 έτη, 1 μήνα και 4 ημέρες εκ των οποίων τα 27 έτη και 24 μέρες σε ποντοπόρα πλοία , κυρίως της εταιρείας «GRANICOS». Ο κ. Παναγιώτης Τζανάκης γεννήθηκε στην Σκιάθο το 1948 και συνταξιοδοτήθηκε το 2009 έχοντας συνολική θαλάσσια υπηρεσία 33 έτη, 9 μήνες και 29 μέρες εκ των οποίων 30 έτη, 6 μήνες και 22 μέρες σε ποντοπόρα πλοία κυρίως των Ομίλων Αγγελικούση, Νιάρχου και Ωνάση. Οι υποτροφίες για το τρέχον ακαδημαϊκό έτος απενεμήθησαν ως εξής: Την υποτροφία της Ενώσεως Ελλήνων Εφοπλιστών στη μνήμη του Προέδρου της Αντώνη Χανδρή από 10.000 δολάρια έλαβε ο κος Σπυρίδων Δρακόπουλος, παιδί ναυτικού που απoφοίτησε από την Σχολή Μηχανολόγων Μηχανικών του Μετσόβιου Πολυτεχνείου με βαθμό καλώς και έχει ξεκινήσει μεταπτυχιακές σπουδές στη Ναυπηγική στο Newcastle University. Την υποτροφία της εταιρείας CARRAS (HELLAS) S.A από 15.000 δολάρια έλαβε ο κύριος Ανδρέας Τσάκαλος. Ο Ανδρέας Τσάκαλος έλαβε πτυχίο Ανθυποπλοιάρχου με βαθμό λίαν καλώς και έχει γίνει δεκτός για μεταπτυχιακό στο Marine Policy στο Cardiff University. Γνωρίζει Αγγλικά και Γαλλικά. Την υποτροφία του Lloyd’s Register Foundation από 10.000 λίρες Αγγλίας, έλαβε ο κ. Γεώργιος Λαμπρόπουλος. Ο Γεώργιος Λαμπρόπουλος είναι τελοιόφοιτος στη Σχολή Μηχανολόγων Μηχανικών του Μετσόβιου Πολυτεχνείου και έχει γίνει δεκτός για μεταπτυχιακές σπουδές στη Μεγάλη Βρετανία και συγκεκριμένα στο Newcastle University για Marine Engineering.

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HELMEPA

Ιt only takes a strong few to make a difference!

I

n 1982, when the late George P. Livanos conceived the idea for the founding of HELMEPA, world shipping was very different compared to what it is today. Ships were unlike those we have now and of smaller sizes and were regulated by laws member states of the International Maritime Organization produced amidst a divided world.

HELMEPA was a pioneer when, in the 1980s, it first spoke of the need for the voluntary cooperation of all within the world shipping industry and brought the human factor to the epicenter of the international efforts to phase out ship-generated marine pollution.

Nowadays, ever-advancing innovative technology has allowed the building of larger ships complete with state-of-the-art design and operation.

And, the spirit of collaboration between the powerful nations has allowed IMO to focus on issues the solutions to which require a great amount of

trust and understanding among people.

Our Association’s voluntary refresher training programs, addressed to seafarers and staff of member companies, have great appeal as they directly link regulations to the very reasons for which they have been adopted.

Besides highlighting man’s important role for the proper implementation of international and national maritime legislation, this training keeps those attendees abreast of developments.

Across the wider Greek society, HELMEPA has contributed to an equally significant extent, especially in the area of the environmental education of the younger generations. The Association’s key figure, the “Seagull”, is regarded by hundreds of thousands of people as being the hero identified with clean Greek seas and beaches.

Within the international community, HELMEPA has spread its messages to many other countries, where it has helped establish sister Associations, currently all members of the “MEPA movement”.

HELMEPA’s continued voluntary efforts are now also broadly delivered via contemporary electronic means of communication. Our aim is to offer seafarers, irrespective of nationality, an easily comprehensible e-Learning package, available in English in its first phase and later, at a second stage, in those languages most commonly used by today’s international crews.

Various social media platforms are also helping us diffuse HELMEPA’s messages among an ever-expanding circle of people interested in the protection of the environment, especially Greek youths. As we bolster this “viral effect”, we are certain that these individuals will be among those who will make the difference in the not too distant future.

Dr. John Coustas Chairman, Helmepa

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This is the story of a unique initiative, launched from within the Greek maritime community to tackle ship-generated marine pollution, 30 years ago in Piraeus.

As far back as 1954, the International Maritime Consultative OrganizationIMCO, today’s International Maritime Organization-IMO, had adopted the International Convention for the Prevention of Dimitris C. Mitsatsos HELMEPA Director General the Pollution of the Sea by Oil, which was revised in 1962, 1969 and 1971. It was one of the first attempts made by international shipping to address the issue of oil pollution.

In 1967, the dramatic incident of the tanker “Torey Canyon” resulted in the spilling of 120,000 tons of oil into the sea and onto the beaches of Western Europe.

Responding to this great magnitude of pollution, IMCO adopted the Conventions on Civil Liability for Oil Pollution Damage and Intervention on the High Seas in Cases of Oil Pollution Casualties.

The establishment of an International Fund for Compensation for Oil Pollution Damage was decided in 1971, whereas a year

later, the United Nations their Declaration on the Environment voted in Stockholm Conference. In adopted the Convention on the Marine Pollution by Dumping of Wastes and

made public H u m a n at the 1973, IMCO Prevention of Other Matter.

In 1978, after the UN Convention in Barcelona for the Protection of the Mediterranean Sea Against Pollution, the “Amoco Cadiz” incident occurred resulting in 220,000tons of crude oil being spilled into the sea.

The world, thanks to the Media, was receiving information tarnishing the image of international shipping and making it the only culprit for all kinds of pollution spotted in the water or on coastlines. And for us Greeks, it was both astonishing and sad that many were those who pointed the finger at Greek ships. This was an accusation many could not accept. The late Greek ship owner, George P. Livanos reacted by mobilizing colleagues, international organizations like WWF and other entities known for their work in the protection of the marine environment and the Panhellenic Seamen’s Federation.

He wanted to challenge that accusation by proving to the world the traditional implicit respect of the Greek seafarer for the sea, as has been recorded by history. He even turned to the immortal words of Xenophon “Our salvation depends on the sea”.

As Mr. Livanos believed in the importance of nurturing an environ-

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nafsgreen with “HELMEPA acts as a concrete symbol of the Greek Shipping Community’s sincerity in, and total commitment to, the protection of the marine environment from ship-generated pollution”.

The Founding of HELMEPA was the first act worldwide of a shipping industry daring to go out to the international community and speak about ship-generated marine pollution. “Although pollution from ship operations is only one component of the total global problem, it is one that can virtually be eliminated with sufficient care and effort”. It was also affirmed that “even the most widely accepted Conventions, designed to protect the seas from pollution, could not be effective until each and every individual within the industry, from the ship owner to the last seafarer, consciously committed themselves to the task”.

George GeorgeP.P.Livanos Livanos mental consciousness within the human factor, he had the idea to bring together all involved in shipping, from the ship owner to the last seafarer, in a synergy for the protection of the marine environment.

On June 4 1982, representatives of the Union of Greek Ship owners, the Pan-Hellenic Seamen’s Federation and five international organizations signed in Piraeus, the Declaration of Voluntary Commitment with the binding motto “To Save the Seas”. This document would go on to shape the Constitution of the Hellenic Marine Environment Protection Association, known ever since as HELMEPA. “We, the Shipping Community of Greece, comprising ship owners, operators, managers and agents, masters, deck and engineer officers and seamen, representing an historic industry, voluntarily commit ourselves to eliminate ship-generated marine pollution”.

Under this key Article, the Founding Declaration sets out the philosophy and the objectives that prospective volunteer members of the newly-founded Association are expected to accept and honor as long as they appear on the membership lists of HELMEPA. The Action Plan attached describes in detail the implementation of the aims of the Association, its organization and the way it would work as a nonprofit and non-governmental entity. It outlines the conditions under which both a withdrawal of a Certificate of Membership is possible and a special recognition can be made. And the Declaration ends

Mr. C.P. Srivastava By the Action Plan, the Association or its work is not intended to provide another regulatory level in the fight to protect the marine environment, nor to establish a complex bureaucratic machinery. The principal function of HELMEPA is to educate and inform rather than regulate and enforce, as environmental protection cannot truly take place without environmental consciousness. And the development of such a consciousness is the major goal of HELMEPA. Members of the Association are Greek-owned vessels, managing companies, corporations, organizations and individual seafarers.

The target group to which HELMEPA addresses its messages is the human element in member companies and onboard member vessels. It has been striving to make all involved understand that they must comply with laws and regulations not from fear of penalties but because they identify themselves with the motto “Safe Ships in Clean Seas”.

This synergist approach of the human element within Greek shipping was praised, as early as in 1983, by the then Secretary General of IMO, Mr. C.P. Srivastava. He wrote “HELMEPA is making a unique contribution to humanity’s endeavors aimed at the protection of the marine environment. The enthusiasm you have generated among ship owners and seafarers for the effective promotion of your objectives, which are the same as ours at IMO, fills me with great admiration for

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“We, the Shipping Community of Greece, comprising ship owners, operators, managers and agents, masters, deck and engineer officers and seamen, representing an historic industry, voluntarily commit ourselves to eliminate ship-generated marine pollution .

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yourselves and all your collaborators. HELMEPA is a model which needs to be emulated the world over”.

Since its establishment, the Association has steered clear of any commercial motive and politics. Other key stakeholders of the wider international maritime community such as classification societies, oil companies, P&I Clubs, banks, shipyards, insurers and other organizations supported this voluntary initiative from the outset by joining HELMEPA as Corporate Associate Members.

As the Association considers the role of the human factor very important for the success of its efforts, it welcomed IMO’s decision, with which it enjoys a longstanding relationship built on mutual respect, to bring the human element to the epicenter of legislation when the International Safety Management Code was adopted. “Commitment from the Top” is the prerogative for the success of that new Code.

The way in which we conduct our refresher training, appeals to the personal pride of each Greek merchant marine officer. Our aim is to challenge the traditional Greek ‘filotimo’, a word that cannot be found in any dictionary but the closest translation would be ‘integrity’. This is why you see the glowing heart in the schematic below, which describes the phases through which we design our training.

On the Association’s 20th Anniversary, Mr. William O’Neil, then Secretary General of IMO, wrote, “You tackle the problem from a different but completely complementary angle from the regulatory approach that is pursued through IMO”.

From day one, the sole focus of HELMEPA has been the proper and transparent implementation of the mission to help eliminate ship-generated marine pollution through information, education and motivation of the human element in the shipping industry. Featuring the ancient God of the seas, motivational posters had been sent to each member vessel to remind the crew of their duty to protect the marine environment.

Mr. William O’Neil

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nafsgreen In 1992, we issued the HELMEPA Ship’s Manual in accordance with Resolution A.680(17) of IMO, which outlined voluntary guidelines for the safe and environmentally-friendly operation of every vessel.

Those guidelines were the forerunners of the International Safety Management Code (ISM Code).

In 2008, with the kind assistance of and in cooperation with Germanischer Lloyd, a HELMEPA Corporate Member, we revised and enriched the Ship’s Manual and made it available to our members.

In 2012, the Association revised a booklet of Guidelines to Greek seafarers sailing in the waters of Australia that it had initially produced in cooperation with the Australian Maritime Safety Authority, AMSA.

The first Board of Directors in 1983 The first Board of Directors in 1983 felt that instilling and nurturing environmental consciousness alone was insufficient if not coupled with safety-mindedness. It was decided that safety be included into the refreshing training the entire voluntary effort be referred not only to the Association’s membership but also to the broader maritime community.

“It is reassuring for IMO”, said Mr. O’Neil, “to know that it will have the support of HELMEPA in its efforts to secure ‘safer shipping and cleaner oceans’. HELMEPA will in turn have the full cooperation and encouragement of IMO in the years to come”.

In these past 30 years of the Association’s existence, major developments in legislation, breakthroughs in technology and exciting advancements in equipment have been witnessed within the international maritime community. In parallel, the Association strengthened its proactive role, as seafarers attending its refresher training programs attest to the fact that topics in HELMEPA’s training are always abreast of developments.

A total of almost 18,000 Greek merchant marine officers have participated in thirty voluntary annual training programs since 1983.

The syllabus of these programs changes every year according to the fluctuating needs of members, changes in international legislation and ship inspection reports from Port State Control Authorities.

Member-companies and organizations assist in the training programs by providing experts to analyze technical topics to attendees whilst HELMEPA’s staff presents the important relation between adhering to regulations and preserving the marine environment.

Besides MARPOL, SOLAS and STCW, other International Conventions have also projected issues such as maritime security, harmful anti-fouling paints, ballast water, ship recycling and others, all paving the way to a ‘Green Shipping’, which is nothing else but ‘Quality Shipping’. For Conventions and various national requirements, HELMEPA supplied its members with relevant printed and electronic bilingual aids.

Port State Control statistics resulting from inspections place HELMEPA member-vessels high on the list of ships with the lowest number of detentions and deficiencies every year. More particularly in the United States, no member-vessel had been detained since 2009.

Unfortunately, recently one of our member-vessels was detained in the States for breaching environmental regulations.

Right from the outset, when the International Convention MARPOL 73/78 became effective in 1983, HELMEPA identified the inadequacy of shore reception facilities and took every opportunity to speak publicly on this matter and convey the experiences and anxieties of member companies and seafarers.

Another issue and serious environmental threat, is marine litter. It was HELMEPA that was among the first to raise it and the impact of its broad dimensions on a global basis. Data collected through cooperating with shore-based entities and from reports of membervessels spotting litter in all oceans were brought to the attention of authorities like the European Commission, IMO and the United Nations Environment Program. It was at the European Commission’s European Maritime Day, celebrated at Gothenburg, Sweden in 2012, where HELMEPA publicly reported results of its research on marine litter.

The Association also took advantage of its lectures as visiting professors at the World Maritime University in Malmo, between 1992 and 2002, to influence the students from the developing world, many of whom went on to play important roles in their national maritime administrations after their graduation.

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Marking 30 years of MARPOL and HELMEPA, the Association made an electronic bilingual publication available to its members. It presents HELMEPA landmarks, all MARPOL regulations and revisions, requirements of the Conventions on Ballast Water, Harmful Anti-fouling Systems and Recycling of Ships.

In recounting the evolution of the HELMEPA journey, it is fitting to refer to yet another of the Association’s pioneering ideas, embraced by members as far back as the 1980s. It is what is today known as the concept of ‘Corporate Social Responsibility’.

The annual fees and donations of its membership, with the exception of individual seafarers, solely sustain the operation of the Association, which receives grants from certain organizations like the Lloyd’s Register Foundation (LRF) for specific projects.

Fee-paying members agreed, as early as 1984, that part of their annual membership fees be used for the fostering of environmental awareness among the youth in Greece. As such, the future citizens would conduct themselves in an environmentally friendly manner, avoiding those mistakes committed by generations before them as a result of ignorance and/or greed.

Since then, HELMEPA has built a special relationship with children aged between 6 and 13 with its “Seagull” as the central character of the Association since 1984.

He is now considered a “classic” figure by many Greek generations given that they grew up with him through his appearances in the HELMEPA TV spots and on visual material like posters and stickers.

All of the environmental educational material features the “Seagull” and bears the same slogan “No garbage, no plastics in our Seas and Beaches”. In fact, when visiting Google and entering this slogan in its Greek version into the search engine, users encounter almost 30,000 references.

Over 200,000 people from across the country have voluntarily taken part in the Association’s environmental educational programs. Some 70,000 of them have been members of the “HELMEPA Junior” Program, which was launched in 1993.

This program gives the children a platform from which they can freely voice their anxieties while competing amongst each other in carrying out 30 activities from an Action Plan they themselves enrich each year. They voluntarily form groups of ten in their schools and they learn to cooperate and to vote for the most competent among them to become their leaders.

At this point, it is worth noting that HELMEPA was first to introduce “beach cleaning” to the school community in Greece, however initially received numerous negative commentaries in various papers.

Nevertheless, reality came to justify this initiative, as the cleanup of a beach remains through time the activity children best prefer to carry out.

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Grown ups are gradually joining in to clean beaches they enjoy during summer in various parts of the country. Again, there is a plethora of relative sites in Google with beach clean ups presentations linked to HELMEPA as well as of personal experiences. We cannot forget that the late Greek ship owner, Captain Vassilis C. Constantakopoulos immediately embraced HELMEPA Junior and remained to the last day of his life a warm supporter of the program. His legacy now lives on through his sons whilst generations of Greeks will remember his passion.

A significant part of the success of this program is attributed to the voluntary participation of many teachers and its acceptance by parents. And this constitutes in itself a promising indication that there are still individuals within the Greek society who are guided by their dignity, despite current misconceptions.

When HELMEPA celebrated its 25th Anniversary, Mr. Efthimios Mitropoulos, then Secretary-General of IMO, wrote, “Winning over peoples’ hearts and minds underpins HELMEPA’s philosophy and sustains and encourages its growing membership”. It is surprising that shore-based human activities have not emulated the example of international shipping, which remarkably reduced marine pollution and accidents at sea, by exercising self-restraint. Not only those involved in HELMEPA but also the wider Greek Maritime Community as a whole can be proud that other shipping industries around the world have sought out the Association’s assistance towards instituting their own national MEPAs. The only condition HELMEPA puts forward when rendering its assistance is that future MEPAs should adhere to an almost identical philosophy as that of the 1982 HELMEPA’s

founding Declaration and the spirit emerging therefrom.

Mr. Efthimios Mitropoulos, former Secretary General of IMO

Secretary General of IMO, Mr. Koji Sekimizu

The first new Association CYMEPA was born in Cyprus in 1992 and was followed by BRITMEPA in the UK, TURMEPA in Turkey, URUMEPA in Uruguay, PHILMEPA in the Philippines, AUSMEPA in Australia, NAMEPA in the U.S. and UKRMEPA in the Ukraine.

In 2004 Mr. Efthimios Mitropoulos commented “HELMEPA and its affiliated MEPAs set a fine example to us all through their worldwide efforts to preserve and protect the marine environment”.

On the occasion of “Posidonia 2006”, the MEPAs of Australia, Cyprus, Greece and Turkey jointly established an umbrella Association, headquartered in Athens, Greece. It is INTERMEPA, the International Marine Environment Protection Association, a non-profit-making organization whose membership now numbers all existing MEPAs. The mandate of INTERMEPA is to spread the synergistic spirit for the preservation of the environment in the wider society of each home country and across industries, through the motivation of the human element.

Hailing HELMEPA’s 30th Anniversary, the current Secretary General of IMO, Mr. Koji Sekimizu, wrote “Today, the concept of environmental protection is firmly embedded in global society and yet still HELMEPA works to raise awareness and push for ever-higher standards…IMO has long supported HELMEPA…and the support will continue, as both organizations work to develop and implement ways to achieve our mutual objectives”.

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The work achieved over the years would not have been possible were it not for a dedicated staff which has been the backbone of HELMEPA and has helped carry its spirit through time. And this spirit, ignited 30 years ago, has been sustained thanks to the Chairmen of HELMEPA and those who have served as Directors of the Association. The Chairmen, in chronological order, are: George P. Livanos of Ceres Hellenic Shipping Enterprises, endowed HELMEPA with his enthusiasm, drive and inspired ambition and pioneered the notion of personal voluntary commitment from within the industry, challenging Greek seafarers and owners by appealing to their “Greek filotimo” (personal integrity).

Basil Ph. Papachristidis of Hellespont Shipping guided the Association towards a technocratic direction and began the longstanding cooperation between HELMEPA and the International Maritime Organization

Captain John Halas, Secretary General of the Panhellenic Seamen’s Federation, brought into HELMEPA the values of traditional Greek seamanship together with the vitality and concerns of the thousands of seafarers he represented.

Captain Vassilis C. Constantakopoulos of Costamare Shipping, personifying the voluntary commitment “from ship owner to seafarer”, gave his relentless support to the children of HELMEPA Junior and its endeavours

nafsgreen 63 Peter G. Livanos of Ceres Hellenic Shipping, promoting the expansion of HELMEPA philosophy to other countries with a view towards establishing an international federation of MEPAs, helped found AUSMEPA in Australia.

Nikolas P. Tsakos of TEN Ltd, in support of a close cooperation among MEPAs with an emphasis on youth, was instrumental in the founding of INTERMEPA – the International Marine Environment Protection Association Nicolas Pappadakis, along with AUSMEPA, CYMEPA and TURMEPA signed the Constitution of INTERMEPA headquartered in Greece and served by HELMEPA’s Secretariat. The new Association was hailed by IMO.

Despite the fact that the members of the Board change, over the years the stance in providing the utmost support for the propulsion of HELMEPA’s purpose has remained intact.

The current Board, under the Chairmanship of Dr. John Coustas, is bringing a contemporary spirit into the Association, which has branched out into cementing a place in the social media world.

It has developed a cyber-following in networking platforms such as Facebook and Twitter, hopefully connecting more environmentally-minded individuals across Greece and giving them the flexibility to learn, share ideas and exchange experiences.

30 years since the journey began, all those directly involved in HELMEPA are proud to have gained the trust of its member companies and Greek seafarers, the respect of world shipping and the confidence of those younger generations, their parents and teachers which we have touched in so far. The name “HELMEPA” is linked to being proactive in a highly competitive

shipping world, where Greek Shipping occupies top positions.

Yet, we have not managed to extend HELMEPA’s scope among the greater majority of the Greek shipping industry. Nevertheless, in the face of the tumultuous times faced by our country, all of us in the Association remain positive that HELMEPA will grow from strength to strength in the years to come.

The journey will continue as long as Greeks will build and man ships. We are confident that there will always be a select few within the Maritime Community who will continue to bestow HELMEPA’s legacy on future generations of both owners and seafarers.

After all, it only takes a strong few to make a difference!

Dimitris C. Mitsatsos HELMEPA, Director General

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ALFA LAVAL New advantages promised in NOX reduction

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n 2016, Tier III air pollution regulations will begin imposing more stringent limits on nitrous oxide (NOX) emissions from all new vessels constructed from 1 January 2016 onwards and operating in Emission Control Areas (ECAs). The Tier III limits represent an 80% reduction in NOX content from existing Tier I limits, which puts considerable pressure on engine makers as they try to find solutions.

One of the solutions taking shape involves a close collaboration between Alfa Laval and MAN Diesel & Turbo. Alfa Laval’s PureNOX water treatment system is one part of a complete Tier III engine configuration that is proving even more promising than first anticipated.

Stopping NOX before it forms Unlike sulphur oxide (SOX) emissions, which are directly tied to the sulphur content in the fuel, NOX emissions are determined by the combustion process and are therefore independent of fuel quality.

NOX content can be removed from the engine exhaust with the help of a Selective Catalyst Reactor (SCR), but this is a consumableintensive process whose efficiency is impacted by fluctuating engine load. To avoid after-treatment equipment like SCR, it is necessary to reduce the combustion temperature.

The most feasible way of lowering the combustion point is to use an Exhaust Gas Recirculation (EGR) system. By recirculating a portion of the exhaust gas, an EGR system reduces the oxygen content and lowers the temperature in the combustion chamber. When 35-40% of the exhaust is recirculated and cleaned with a scrubber before it enters the engine, NOX levels can be reduced from the Tier I level by the 80% required for Tier III. SCR and EGR technologies are likely to coexist as viable alternatives. But a working EGR solution that has just been put to sea suggests that EGR will not only meet Tier III requirements, but also provide benefits when operating at Tier II. Compliance at Tier III – and savings at Tier II The MAN B&W 6S80ME-C9 engine is the first two-stroke diesel engine to comply with Tier III limits by means of EGR. Presented in October 2012

by MAN Diesel & Turbo and HHI-EMD, the engine and machinery division of Hyundai Heavy Industries, the engine has an EGR circuit of which Alfa Laval’s PureNOx water treatment system is a part.

The engine was installed aboard a 4500 TEU container vessel, recently delivered to Maersk Line for operation between East Africa and the Far East. While the engine will operate 20% of the time at Tier III levels for a test period of three years, MAN Diesel & Turbo

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is equally interested in the engine’s performance at Tier II. “As a promising spin-off benefit,” says MAN Diesel & Turbo’s Søren Jensen, Vice President and Head of Research & Development, Marine Low-Speed, “the engine can also run in a fuel-optimized Tier II mode that facilitates an approximate 4 g/kWh fuel-oil consumption reduction at part-load.”

This makes the new engine even more efficient than today’s high-efficiency Tier II engines during transoceanic operation. As such, it may tip the balance of Tier III technologies slightly in EGR’s favour. While an SCR system is somewhat cheaper to install, EGR involves fewer consumables and now promises to cut fuel costs when operating outside an ECA. PureNOX: an important part of the EGR process And what role does Alfa Laval’s PureNOX water treatment system play in this groundbreaking new engine? Kristina Effler, Alfa Laval Business Manager Water Treatment Exhaust Gas Emissions, explains.

“Our PureNOX water treatment system has an absolutely crucial role, though it’s important to understand that it’s part of an entire NOX removal process and not a NOX removal system in itself,” Effler says. “PureNOX is a complete water treatment system using a centrifugal separator to clean the wash water in the wet scrubber, which operates in a closed loop apart from the bleeding off of additional water generated in the combustion process.”

“Without a water treatment system like PureNOX, soot and compounds derived from the exhaust gas would quickly accumulate in the scrubber,” explains Effler. “Not only would this interfere with the EGR process, it would also corrode the engine. What’s more, without the water treatment system it would not be possible to discharge the excess water in compliance with the IMO criteria for the regulation of wash water.”

Effler emphasizes that the scrubber solution above is unique to NOX removal. “This type of scrubber is completely different from a SOX scrubber like Alfa Laval’s PureSOX,” she says. “Whereas NOX scrubbing is done on the high-pressure side, SOX scrubbing occurs on the low-pressure side and involves the entire exhaust gas flow. A SOX scrubber is not integrated into the engine.”

The path ahead for PureNOX The PureNOX water treatment system has been developed in cooperation with MAN Diesel & Turbo, with whom Alfa Laval has a long history of research and development collaboration.

“Right now the system is sold on a very limited basis, only through Market Unit Environment and strictly for use in MAN engines,” says Effler. “This is not to keep it a secret, but to ensure that we have a mature and reliable product when we enter the market full-scale via our sales companies.”

At present, broader availability of the PureNOX water treatment system via sales companies and the full range of engine manufacturers is slated for mid-2014. “In the meantime, we’re closely following the performance of new Maersk Line installation,” Effler says. “We’re thrilled to see not only the confirmation of Tier III compliance, but also the potential for real savings in Tier II operation.”

PureBallast 1.0 and PureBallast 2.0 receives USCG AMS approval Dear Colleagues, Monday 15 April Alfa Laval was informed by USCG that PureBallast 1.0 and 2.0 have received the interim approval AMS, Alternate Management System.

On PB homepage on Share is the list of systems that have received AMS in the first round.

These news are further proof that Alfa Laval is in the forefront of ballast water treatment. Even thought PureBallast 2.0 has been replaced by PureBallast 3.0, it should be reassuring for customers considering PureBallast 3.0 that Alfa Laval is capable of receiving AMS. If we are successful with PureBallast 1.0 and 2.0, why should we fail for PureBallast 3.0?

Type approval testing for PureBallast 3.0 is on-going. The IMO part is expected to be finished in Q3 2013. IMO type approval certificate is expected in Q4 2013. All testing, both land-based and on-board, have been conducted in accordance with the test procedure proposed by USCG. The EPA ETV test protocol has been followed. The test have been surveyed by DNV, who has applied to be appointed independent laboratory by USCG. This means DNV will be able to assess type approval testing on behalf of USCG. The USCG testing will continue into Q4 2013. We expect that PureBallast 3.0 will receive USCG type approval in Q1 2014.

Questions related to this topic can be answered by PureBallast Business Management.

Best regards Per Warg Business Manager PureBallast

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Danish Delegation Returns with Confidence in Greek Shipping Dialogue is paramount The visit by the Danish delegations was organized in cooperation between Danish Marine Group (an association of Danish maritime equipment and service suppliers), the Danish Embassy and Intra Mare in Piraeus. Mr. Mark Lerche from the Danish Marine Group says “it all about getting to talk to the right people, who understand the need for a daily optimization of the operation. The suppliers need to have a good dialogue with the operators who deal with the technical challenges and possibilities. This is the only way to innovate intelligently and deliver the needed solutions to the industry. This is why it is important for us to come down and meet face to face here in Piraeus”.

The delegation of Danish maritime suppliers returned from their visit to Piraeus with a positive feeling of the state of the Greek shipping industry. Shipowners in Greece are on the look-out for innovation and technology to improve efficiency and competitiveness of their fleet.

With 140 guests attending the ”Operational Efficiency by Technology” event in Yacht Club of Greece last week, the Danish delegation of equipment suppliers to the shipping industry were impressed with the interest and a proud host.

The responsible maritime brotherhood “The attendance testifies that Greece and Denmark are amongst the most important players in the marine sector – both in the shipping industry as well as amongst the companies supplying this industry” said the Danish Ambassador to Greece H.E. Ms. Mette Knudsen and continued that “While we are all aware that Greece is going through difficult times, and also that for both our countries the challenges to the marine sector are many and diversified, it is still a fact that the marine sector is used to sometimes stormy seas. The sector is characterised by a strong resilience to the ups and downs of the global economy. And there is no doubt that in the long run world trade will continue to grow – and Danish and Greek companies will play a decisive role in transporting the goods of that trade.”

Focusing on increased efficiency and technological possibilities in achieving a more efficient operation of the fleets Mr. Vasilis Logothetis, the Vice President of the Hellenic Chamber of Shipping followed the Danish Ambassadors lead on the need for improved performance for both increased competitiveness and environmental concerns, by stressing that “the state of the market should by no means affect the level of quality in a negative way. High standards and quality is a core responsibility of owners and suppliers as well as the other actors within the maritime industry!”

The Danish experience The nautical company Iver C. Weilbach & Co A/S who are a supplier of maps and nautical publications with increased focus on the digital products were one of the Danish delegation companies. The Director of Sales from Iver C. Weilbach, Martin N. Mikkelsen, was very pleased with the high number of attendees and impressed with the interest and awareness by the owners on digital products available for navigation. “We have a lot to follow up on when we get back to Denmark. But the event has been so inspiring and fruitful for us, that we wish we had arranged for more days to visit the shipowners here in Greece after our conference and networking event. But we will have to come back again” says Sales Director Mr. Martin N. Mikkelsen.

The other participants in the delegation from Danish Marine Group were: 1. ABCON A/S 2. ABS 3. AREPA A/S 4. Clorius Controls 5. Danish Marine Group 6. DESMI Pumping Technology A/S 7. Erria A/S 8. FORCE Technology 9. Green Ship of the Future 10. Hempel A/S 11. Iver C. Weilbach & Co. A/S 12. MAN Diesel & Turbo 13. MAN PrimeServ 14. Novenco Marine & Offshore Photo: The Danish Marine Group at the wheel, Yacht Club of Greece I Piraeus.

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Howard Fireman Vice President, Operational and Environmental Performance, ABS

Working together: regulation and the changing role of class The maritime industry is changing at a fast pace. Economic uncertainty, regulatory pressure, fleet oversupply, new technology development; it seems that every day the dynamics we operate within are subject to further evolution.

The marine and offshore industries need assistance to help deliver practical solutions to these pressing challenges. Particular areas such as construction of fuel efficient and low emission ships, evaluation of technologies to improve the fuel efficiency and operational performance of existing vessels and solutions to environmental regulations are at the top of the agenda.

The key to long term viability is the development of tools and practices that optimize environmental and operational performance while also satisfying regulatory requirements.

Standing at the crossroads As a leading class society ABS finds itself standing squarely at the crossroads between regulatory policy and these operational challenges. This provides us with a unique perspective from which to observe the impact of local, regional, national and international regulations on the shipping industry.

The first point to note is that our industry is more regulated today than it has been at any point in history. The second is that, as we look at the agenda of the IMO and many national and regional administrations it is clear that in the near term regulation will only continue to increase.

Legislative bodies are continuing to put their imprint on our industry with initiatives that add further safety, security and environmental requirements. While these efforts have the best of intentions, past history indicates that they may not always be the most practical, cost effective or even successful way of improving safety or protecting the environment.

Regulation is a fact of life but the question we should be tackling is how we in the industry can provide more trusted technical assistance to those who are shaping the regulatory environment that governs our activities and operations.

How can we be more effective in helping the IMO, and policy makers elsewhere develop practical, sensible, and achievable technical requirements, whether in the aftermath of a casualty or when shaping legislation to meet emerging issues?

This begins with education. As an industry we must collectively engage policy makers to help them better understand our industry and the impact of their regulatory initiatives.

Supporting the regulators As an industry we need to insist that the IMO remains the center point of all regulatory action. The push by many national and regional bodies, and even some US states, to impose unilateral regulation on the international maritime industry may, perhaps, be understandable.

But it is an impractical approach that creates confusion and can make compliance even more difficult.

We must also be mindful that the ultimate responsibility for safety, security and environmental protection falls upon the industry itself.

The role of regulators should be to establish the level of risk tolerance of society, and then establish the broad criteria needed for industry to meet those expectations.

It is then up to the classification sector – the traditional and effective self-regulating mechanism – to work with the industry to develop the specific standards that will allow designers, builders and shipowners to meet those over-arching safety requirements in a practical, sensible, technically sound and holistically integrated manner.

Class has been doing this for more than 200 years and its goal is exactly the same as the regulators: to promote the safety of life and property and the protection of the marine environment.

The system works best when the regulatory and classification regimes are in lock-step and when shipbuilders and shipowners recognize the positive contribution that is made by both.

Class has a unique position in the industry, acting as the bridge between regulators and operators. Moving forward, I suggest that regulators should take greater advantage of the knowledge, experience and technical competence embedded with class societies when formulating new regulations.

From certification to verification This is especially so as we move into the next generation of safety and environmental systems which place greater emphasis on not just certification but performance verification.

For much of its history class focused on the hardware – the engineering side of safety – both in setting its own standards and in its important role as technical adviser to the IMO. More recently, our responsibilities have grown to include software verification, management and quality standards, design verification, ship security and, most recently through the Maritime Labour Convention, onboard living and working conditions.

The next step on this road is environmental and performance verification.

Areas such as energy efficiency are becoming increasingly important within the industry, in large part due to the work programme of the

nafsgreen 69 IMO. As a result, new and supposedly ‘energy efficient’ designs being offered by shipyards are drawing interest and orders from shipowners around the world.

Designers, naval architects, researchers, machinery manufacturers – almost every sector of our industry – are working hard on new and innovative approaches to improve energy efficiency and reduce emissions and the overall carbon footprint of ships in the future.

It is becoming commonplace to hear claims of 20 and even 30 percent improvements in fuel consumption of these new designs. But are these claims valid? Do they translate from the drawing board to actual in-service performance?

Who will verify that the installed sulphur emission scrubber does what it is supposed to do, not just when first installed but after four, six or more years of operation and possibly imperfect maintenance?

Who will verify that the claimed EEDI rating of a new design is a fair indication of its subsequent performance?

Without doubt many of these responsibilities will fall upon class. The next question is how will we verify such performance? ABS believes it is going to require a much greater degree of transparency than currently exists.

The need for transparency It will require sharing data between manufacturers, owners and class to an extent that simply does not occur at present, whether because of traditional practices, contractual obligations or a lack of trust.

It is illogical, and would be inconceivable in other industries, that this information is not openly shared among those concerned with maintaining overall safety standards. The airline industry, for example, develops risk profiles of assets and principal equipment on board both for machinery and integrated electronic systems.

In the marine industry, we have the capability to have real time 24/7 onboard monitoring of a vessel’s equipment to provide the data necessary to develop comparable risk profiles. This is true from large pieces of single equipment to complete systems, with data available in service that can be compared to manufacturer data and any regulatory baseline.

This information is essential if we are to move the development and application of classification standards from today’s largely empirical approach to a fully risk-based approach.

If we are to not only verify in the future but also move the traditional class survey regime and future design development to a more risk-based approach, we must start by sharing and analyzing operational data to a degree that is simply not possible within current operational practices.

Regulators and industry need to create an environment that will allow owners and class to work together in an open and constructive way. Through the application of the riskbased principles the class survey can become more focused, less intrusive and far more efficient than at present.

OOCL Recognized for Environmental Excellence at the HKAEE Ceremony OOCL is proud to have received the Gold Award, under the Sectoral Awards category (Transport and Logistics), of the 2012 Hong Kong Awards for Environmental Excellence (HKAEE), at a ceremony held yesterday at the Hong Kong Convention and Exhibition Centre.

The HKAEE is recognized by the community as one of the most prestigious and reputable environmental award schemes in Hong Kong. It encourages businesses and organizations to embrace green management and innovation and offering the opportunity to benchmark their environmental performance.

In this year’s fifth annual award, 776 applicants competed in 11 industry sectors. In considering OOCL for the gold standing, the Award recognizes a company’s commitment and drive to achieving environmental objectives through the entire organization. This includes initiatives taken to sustain progressive environmental improvements and working with partner organizations to establish synergies to adopting greener business models and operations.

At OOCL, adopting eco-friendly bamboo floorings for our containers, offering environmentallyconscious business partners an effective tool to measure their supply chain’s carbon footprint with our OOCL Carbon Calculator, and staff engagement with the community through various green projects are just some of many effective initiatives Changing times, changing class So while the regulations of the future should be characterized as international and IMO that OOCL contributes to sustainability. developed, they should also be risk-driven, technology-sensitive, practical and balanced.

They should be holistic in their approach and integrated over the life cycle of the vessel. On receiving the recognition from the Honorable While such an approach is a fundamental shift from how we operate today, I believe it Mr. C. Y. Leung, Chief Executive of the Hong is hard to argue that it would not ultimately be more effective. Such an approach would Kong Special Administrative Region, Mr. Michael require a stronger collaborative partnership between industry, regulators and class based Kwok, Chief Operating Officer of OOCL, said: “As a home carrier, we are very delighted to be on openness and trust.

The ultimate goal is to always raise the safety bar: to reduce the risk of incidents, to recognized for our environmental commitment improve operating efficiencies and to make our entire industry a valued part of a sustain- to the Hong Kong community. We believe this achievement is a very positive reflection of the able future for us all.

But the desire to achieve better operational efficiency brings a further opportunity - to progress we have made to improve our environtruly embrace a combination of transparency and technology that can play a role in ment. Our congratulations are extended to the shaping future regulation that delivers not just a safer, but also a more efficient shipping other winners for their green contributions, sharindustry.Now is the time to work together to achieve these common objectives – the ing the common goal to make Hong Kong a better place to live and work.” opportunity is ours to grasp.

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VCM® and Power2®: Shifting the fuel-NOx tradeoff with active air management

By Victoria Maier, PhD, Manager Global Media Relations & Editorial Services, ABB Turbo Systems AG. combination that works on either gas or diesel.

Three years ago, Power2 opened up new possibilities through two-stage turbocharging for increasing the performance of diesel and gas engines in every major aspect and application. It helped to reduce emissions and so enabled customers to meet increasingly stringent IMO regulations.

Power2 made possible increases in mean effective pressures in gas and diesel engines by combining Miller timing, increased pressure and turbocharger efficiency.

Power2 also rendered an engine more powerful thanks to higher output density. Thanks to this development, customers could also save money on material costs, for example by choosing a smaller engine with fewer cylinders.

Time has brought new insights as well as constructive new developments to Power2. Now in its second generation, Power2 continues to ensure high efficiency at high-pressure ratios. Compared to the first generation, pressure ratios have now become higher and efficiency greater.

Second-generation Power2 pressure ratios can climb to 12. Turbocharger efficiency is reaching 75%. Clearly, fuel consumption and power density are only going to get even better with time, both of which have clear implications for the environment as well.

Recent dialogue around turbocharging has revolved around the question of what lies ahead, and for many, the answer has been to two-stage turbocharging, to increase pressure and therefore also power. Two-stage turbocharging represents a big step, and intuitively speaking, the most logical one. However, as with single-stage turbocharging, two-stage turbocharging compromises on volume flow and air pressure. The result to date has been an invariable tradeoff between either fuel efficiency or NOx emissions. According to this state of the art, a turbocharger’s potential can never fully be exhausted.

Step one toward shifting the NOx-fuel tradeoff: Power2 At ABB Turbocharging, our recent forays into optimizing two-stage turbocharging have shown us that there is in fact a way to create a turbocharging solution that makes full use of the turbocharger’s potential.

The answer lies in combining our two-stage turbocharging solution, Power2®, with a new technology that we have dubbed Valve Control Management (VCM®), i.e. a variable valve train system. And it is a

Step two toward shifting the NOx-fuel tradeoff: VCM Taken on its own, Valve Control Management already offers multiple benefits to a turbocharging solution. This technology constitutes a smart solution that responds adaptively to an engine’s valve timing. Unlike other engine platforms with multiple control units, VCM’s design has been streamlined into a single control element that makes the engine platform more straightforward and reliable.

VCM enhances customers’ options for an engine’s operating and application range. VCM also increase range of application for higher performance engines that are used on technology such as tugboats, pump drives, and compressor drives, in which either large operating ranges or fast load responses are major requirements. With VCM, a turbocharger can supply the air optimally for operation at different speed loads and ambient conditions. VCM facilitates transient behavior so that engines can accelerate more rapidly from one load point to the required load. A turbocharging solution equipped with VCM can take an engine that is idling to full load in half the time that it normally takes – in some cases even more quickly. VCM makes the most of every load point because it can optimize the turbocharger for every load. In short, it increases efficiency.

VCM also increases the durability and reliability of certain components in the engine and turbocharger by reducing thermal load. Specifically, since this technology can be used to optimize the configuration of the engine for every load point, it can also be used to reduce exhaust gas

nafsgreen 71 temperature. This technology also makes the air cleaner by reducing the particle emissions in exhaust gas.

Innovation is critical for reviving the market in the longer term because it is the only sustainable way to make a positive difference to customers’ performance. So no matter now immediate the need for cash, our company’s focus is and must be innovation with the potential to improve the industry as we know it today.

The motivation to develop and refine a technology like VCM is thus clear, as Oliver Riemenschneider, head of ABB Turbocharging notes, “The first results from our collaborations with engine builders on power plant engines are very exciting. Since these engines are very similar to the engines found on many ships, we think that these results are a clear indicator that VCM will be highly relevant for and effective in the marine industry, also.”

Our findings right now indicate that VCM will generate savings in fuel and increase flexibility in operation, for example with respect to dual fuel. A technology like this speaks to the increasing trend to explore dual fuel options and create solutions for gas.

Step three toward shifting the NOx-fuel tradeoff: Combining the two technologies Putting these two technologies together makes for a world-class solution.

In combination, Power2 and VCM generate active air management that considerably improves the tradeoff between NOx emissions and fuel consumption. It shifts the entire tradeoff downward so that fuel effi-

ciency can be increased without compromising on emissions. Without this combination, you either increase NOx and reduce fuel efficiency or you reduce fuel consumption but you increase NOx. Together, Power2 and VCM improve engine efficiency up to 10% on both gas and diesel engines. The more you run an engine with this solution, the more you save. Or you can reduce emissions up to 60%. Or you can choose some solution in between. So when Power2 and VCM work in conjunction, there really is a way to fully utilize the potential of high-pressure turbocharging for a range of different fuels, applications and engines in different environments.

Shifting the fuel-NOx tradeoff effectively and intelligently is by no means a theoretical exercise. Combining Valve Control Management and Power2 will have clear financial and operative implications for customers, both in the short and long terms.

For Riemenschneider, the meaning for customers is clear: “The market is going to revolve around the issue of fuel and fuel flexibility – gas and diesel – in the next few years. If you burn gas instead of diesel, you reduce NOx by 85%. For the same power output with gas, you have 18% less CO2. And gas is also cheaper for the same amount of energy – in the US, for example, about a third less. In Asia, it’s about 10 or 20% less, but this will change the more that is transported there. We now expect big ships to be converted by 2020 or so, because sulfur in exhaust is going to be regulated more stringently on these types of vessels very soon as well. So it’s NOx, it’s CO2, and it’s sulfur. And it’s money. Fuel and fuel flexibility are at the root of all those things.”

ABB Turbocharging ABB wins order worth upgrade orders in Brazil $12 million to power deepwater pipe laying ABB’s Turbocharging business unit received a major order to upgrade a series of power plants within the context of its business collaboration vessel with Wärtsilä. The order is the first of three, which together will amount to substantial annual fuel savings for the power plants being upgraded.

“Together with Wärtsilä we received orders very early on for upgrading 30 turbochargers in a series of power plants operated by Wärtsilä under O&M agreements,” notes Herbert Müller, Head of End User Sales for ABB’s Turbocharging business. “With upgrades, customers have the option to make an investment that will translate into major fuel savings immediately and pay itself back within a very short time.”

Going beyond an exchange of one like product for another, an upgrade improves engine performance by matching the latest turbocharger technology with an engine in an iterative process that ensures an ideal fit. Significantly, an upgrade also makes an engine more fuel-efficient, saving at least 1% in fuel annually, and in some cases even up to 3%.

The modifications made in an upgrade also considerably reduce the exhaust gas temperature of the engine (-20-30 °C), thereby reducing the thermal load on the turbocharger and engine. Thermal load is the main factor affecting the deterioration of the engine. This lower thermal load translates into lower maintenance costs both in the short and long runs.

Finally, the cost of the upgrade pays itself back in savings quickly – in less than two years given the right conditions and technical specifications.

ABB, the leading power and automation technology group, recently won a $12million order to supply electrical power and propulsion systems for a deepwater pipe laying vessel.

The vessel, tentatively named Derrick Lay Vessel 2000 (“DLV2000”), will be constructed at Keppel Singmarine in Singapore and delivered in 2015 to Hydro Marine Services, Inc., a subsidiary of McDermott International, Inc. Developed by Keppel’s ship design arm, Marine Technology Development (MTD), DLV2000 is equipped to support advanced deepwater pipe laying operations that will allow pipelines to be installed at depths of up to 10,000 feet. It is also capable of achieving efficient pipe lay rates for long trunk lines, operating in severe weather conditions, and providing significant thrust output and power distribution. An economical vessel transit speed is expected to be 12 knots with a top speed of 14 knots. On completion, the vessel will be able to accommodate up to 400 personnel.

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Διεθνής Σταθμός Επιβατών Κρουαζιέρας “Θεμιστοκλής

Ένα σύγχρονο διεθνή επιβατικό σταθμό για την εξυπηρέτηση των επιβατών κρουαζιέρας (Cruise Terminal) απέκτησε και έθεσε σε λειτουργία ο ΟΛΠ Α.Ε. Τα εγκαίνια του Σταθμού, ο οποίος ονομάστηκε Διεθνής Σταθμός Επιβατών Κρουαζιέρας “Θεμιστοκλής” έγιναν από τον Υπουργό Ναυτιλίας και Αιγαίου κ. Κωνσταντίνο Μουσουρούλη, παρουσία του Μητροπολίτη Πειραιά κ.κ. Σεραφείμ, των πρώην Υπουργών κ.κ. Λούκας Κατσέλη και Ι. Διαμαντίδη, του Αντιπροέδρου της Βουλής κ. Ι. Τραγάκη, των βουλευτών Πειραιά κ.κ. Αν. Νεράντζη (ΝΔ), Μ. Ρεπούση (ΔΗΜΑΡ), Βαμβακά Ευγενίας (ΣΥΡΙΖΑ), του Δημάρχου Πειραιά κ. Β. Μιχαλολιάκου, του Γενικού Γραμματέα κ. Αθ. Χριστόπουλου, του Αντιπεριφερειάρχη Πειραιά κ. Στ. Χρήστου, του Προέδρου του Επιμελητηρίου Πειραιά κ. Β. Κορκίδη, του Προέδρου της Πανελλήνιας Ένωσης Πλοιάρχων Ε.Ν. κ. Γ. Βλάχου, των Προέδρων των Ενώσεων Ακτοπλοΐας και Κρουαζιέρας, των Ναυτιλιακών Εταιριών και των Νηογνωμόνων, του Προέδρου του Δικηγορικού Συλλόγου Πειραιά κ. Στέλιου Μανουσάκη, εκπροσώπων όλων των Γραφείων των Εταιριών

Κρουαζιέρας, των πρώην Πρόεδρων και Δ/ντών του ΟΛΠ κ.κ. Γ. Πρασιανάκη, Σπ. Στάλια και Ν. Αναστασόπουλου, του Αρχηγείου Λ. Σ. και του Κεντρικού Λιμενάρχη Πειραιά κ. Σαρηγιάννη, των Τελωνειακών Αρχών Πειραιά και της Αστυνομίας Πειραιά.

Το έργο έγινε με ίδια κεφάλαια του ΟΛΠ Α.Ε, έχει έκταση στεγασμένων χώρων 5.600 τ.μ. και άμεσου περιβάλλοντος χώρου 9.000 τ.μ., δαπάνης 4,2 εκατ. Ευρώ. Μαζί με τον Α’ Σταθμό Επιβατών Κρουαζιερόπλοιων “Μιαούλης” ο ΟΛΠ Α.Ε θα μπορεί να εξυπηρετεί ταυτόχρονα 25.000 επιβάτες ημερησίως, ενώ μέχρι το τέλος του 2013 θα έχει ολοκληρωθεί ο Γ’ Σταθμός Επιβατών Κρουαζιέρας “Άγιος Νικόλαος” έκτασης 3.500 τ.μ., παράλληλα με το λιμάνι κρουαζιέρας της Ακτής Μιαούλη. Το 2013 θα είναι μια ακόμη καλή χρονιά για την κρουαζιέρα στα ελληνικά λιμάνια, αφού ήδη στο α’ τετράμηνο του έτους η αύξηση επιβατών στο λιμάνι του Πειραιά ανέρχεται σε 25%.

Στην πλήρη λειτουργία του επιλιμένιου σταθμού φόρτωσης αυτοκινήτων στο Car-Terminal του ΟΛΠ Α.Ε. στο Ν. Ικόνιο το Σεπτέμβριο 2013 κατέληξε η σύσκεψη που έγινε στα κεντρικά γραφεία του ΟΛΠ Α.Ε. παρουσία του Προέδρου και Δ/ντος Συμβούλου του ΟΛΠ Α.Ε. κ. Γιώργου Ανωμερίτη, του Δ/ντος Σύμβουλου της ΕΡΓΟΣΕ Α.Ε. κ. Κώστα Σπηλιόπουλου, και Διευθυντικών στελεχών των δύο εταιριών.

Η ΕΡΓΟΣΕ Α.Ε. ενημέρωσε τον ΟΛΠ Α.Ε. ότι όλες οι απομένουσες τεχνικές εργασίες στους εμπορικούς σταθμούς εμπορευματοκιβωτίων και αυτοκινήτων θα έχουν ολοκληρωθεί μέχρι το τέλος Ιουνίου 2013.

Είναι γνωστό ότι έχουν ήδη ξεκινήσει οι συνομιλίες μεταξύ ΤΡΑΙΝΟΣΕ Α.Ε., ΟΛΠ Α.Ε., ναυτιλιακών εταιρειών και εταιρειών logistics, ώστε από το Σεπτέμβριο 2013 να μπορεί να αρχίσει η λειτουργική χρήση του επιλιμένιου σταθμού αυτοκινήτων, για μεταφορά αυτοκινήτων με εμπορικό τρένο.

Όπως είναι γνωστό, τέλος, μεταξύ ΟΛΠ Α.Ε. και ΟΣΕ Α.Ε. έχει υπογραφεί Σύμβαση Παραχώρησης, η οποία και εκτελείται με τελικό στόχο τη σιδηροδρομική διασύνδεση του Λιμένα Πειραιά με το Θριάσιο.

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Delivery of VLOC NEGONEGO of Economou Group for Dryships Inc financed by China Development Bank

On May 22th, the 206.100 dwt very large ore carrier (VLOC) “NEGONEGO” has been delivered. It is the second ship of the three according to the agreement which was signed on February 13th ,2012 between CDB and Economou Group in Ningxia, Yichuan with the presence of the financial advisor of CDB, XRTC Business Consultants Ltd. The vessel carry dual class from Bureau Veritas

and China Classification Society and belongs to the latest generation of the Ultra Large Ore Carriers, the largest Cape type vessels in the waters. The facility is part of the $5 billion Sino-Greek Shipping Finance Special Scheme. The amount of the facility which is $120m, is covering the partial finance of the construction cost of 3 vessels of 206,000 dwt capacity each. They were built at Shanghai JiangnanChangxing and the first one has been delivered on September 7th, 2012 while the last one expected to be delivered during next month.

The vessels are classified by American Bureau of Shipping and China Classification Society. XRTC continues to support in all aspects CDB and especially in its efforts to achieve its target to expand its shipping portfolio in Greek Shipping. The continuous presence and experience of XRTC in the Chinese ship finance, through its excellent cooperation with CDB, shows undoubtedly the development of strong financial support to Greek Shipping from the Chinese bank.

PHOTO: Mr. George Anagnostou from TMS Newbuildings, signs the delivery protocol of MV Negonego in the presence of Timo Zachos ((Site Manager) and George Kaklamanos (Shipinvest) and representatives of the Builder (SWS/CSTC/CSSC).

Ολοκληρώθηκε με απόλυτη επιτυχία το 1ο Ναυτικό Σαλόνι Παραδοσιακών Σκαφών στα Μέθανα Μοναδικά σκαριά που ήδη συμπληρώνουν 100 έτη ζωής και πλεύσης εκτέθηκαν στις εγκαταστάσεις του λιμανιού των Μεθάνων και έγιναν αντικείμενο θαυμασμού από εκατοντάδες επισκέπτες. Τρεχαντήρια, καραβόσκαρα, περάματα, βαρκαλάδες και άλλα παραδοσιακά ξύλινα σκάφη κόσμησαν την θάλασσα του Σαρωνικού και λάμπρυναν με την παρουσίασή τους ένα κατάμεστο χώρο τουριστών και επισκεπτών από την Ελλάδα και όλο τον κόσμο. Οι επισκέπτες της εκθέσεως είχαν την ευκαιρία να θαυμάσουν παραδοσιακές ιστιοφορίες όπως σακολέβα, λατίνι, φλόκο, πέννα, κλπ και να ξαναζωντανέψει η παραδοσιακή Ελληνική ναυπηγική και η δουλειά του Έλληνα καραβομαραγκού. Επιβατηγά και αλιευτικά παραδοσιακά ξύλινα σκάφη σαν μία σύνθεση λουλουδιών ξεσήκωσαν τους μικρούς και μεγάλους. Το Ναυτικό σαλόνι συνδιοργανώθηκε από τον ΕΟΤ, τον Δήμο Τροιζηνίας, την Ένωση Πλοιοκτητών Ελληνικών Σκαφών Τουρισμού (ΕΠΕΣΤ) και τον Ελληνικό Σύνδεσμο Παραδοσιακών Σκαφών (ΕΣΠΣ). Οι εκδηλώσεις έκλεισαν με φαγοπότι για όλους, προσφορά του Δήμου Τροιζηνίας, χορούς από τα μέλη του Λαογραφικού Ομίλου Γαλατά και την μοναδική νησιώτικη μουσική του συγκροτήματος του Νίκου Οικονομίδη και της Παριανής τραγουδίστριας Κυριακής.

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How fast LNG will conquer the marine fuel market

By Mr. Lars Petter BLIKOM, Segment Director LNG

Over the past week, here at DNV, we have done another market analysis to assess how fast LNG will win into the marine fuel market.

I am not at liberty to share the results, but it got me thinking about a broader theme.

But first, here’s what we did: We have developed a model that combines various sources for number of port calls and future fleet growth.

With this model we can estimate the number of ships of a certain type and size that will call in a certain port in the future. Once we have the model, this is quite straigh-forward to do, and it produces a near perfect benchmark for discussing the next step: the implementation of LNG into each ship category. And this is when the head-scratching starts; how many ships in each category will be opting for LNG? and at what time? Take Panamax bulk carriers for example, how many percentages in 2020? In 2030? It is very difficult to make these guesses, even for long time experts in the business.

We can for example anticipate 50% share of LNG for newbuildings of a certain ship type delivered after 2020. After 20 years with expected ship renewal rates, LNG will then fuel some 40% of the global fleet of this ship type.

But, why would the number be 50%? I believe it will only be 50%

if the lifecycle economics of oil fueled and a LNG fueled ship are equal. In other words, it will only be 50/50 if the choice doesn’t have an economic impact.

Once LNG is available and the novelty of the technology is a thing of the past, which will be the case by 2020, ships will again compete on cost, and shipowners will opt for whatever solution appears cheaper at the moment of ordering the ships. This means they will all go for the same choice. So it will not be 50/50, it will be all or nothing.

If natural gas and LNG is consistently priced lower than oil over the next three decades, we will see oil more or less replaced by LNG in the marine fuel sector. If LNG becomes, and stays, more expensive than oil then LNG will only be implemented in small niche markets and single trades around the world.

I know which one I believe in; in 2040 a ship burning oil will be a rare sight on the seas, but quite popular in museums.

(Particularly for uncertain situations, I believe an efficient model is an invaluable tool. I can easily play with different assumptions and immediately see what they mean for the demand in the analyzed area.

I’d be happy to share, but then you’d have to show me the money.)

It’s amazing what a black box can do…

New gas detector from Martek provides onboard, tamperproof calibration Maritime safety equipment innovator, Martek Marine, has released a MED-certified portable gas detector that can be easily and safely recalibrated onboard, providing tamperproof certification to meet the many regulations governing detector calibration.

The Paris and Tokyo MOUs and oil major criteria require calibration records to be kept for all fixed and portable gas detectors onboard.

Martek’s Marine 4 is supplied with a self-certification/calibration station which provides the user with fail-safe automatic bump testing and calibration. The seafarer simply places the Marine 4 gas detector in the station, press a button and waits one minute for the detector to be tested and certified, ensuring that calibrations are carried out in a repeatable, tamperproof manner without the possibility of human error. The system then automatically produces a tamper-proof calibration certificate which is acceptable to classification societies, oil majors and port state control.

The Marine 4 removes the high cost of sending detectors ashore for calibration, paying for calibration certificates and the need for additional detectors to cover shortfalls when detectors are ashore.

Additional cost savings come from the Marine 4’s increased efficiency, using approximately 75% less gas than manual calibrations which leads to significant savings in wasted gas and additional administra-

tion and carriage costs. The robust Marine 4 provides audible and visual alarms in the event of exposure to any of four flammable or toxic gases. The flexible sampling pump reduces risk of exposure further by allowing users to safely carry out pre-entry checks in deep tanks, holds and void spaces.

Maritime safety equipment innovator, Martek Marine, has released a MED-certified portable gas detector that can be easily and safely recalibrated onboard, providing tamperproof certification to meet the many regulations governing detector calibration.

The Paris and Tokyo MOUs and oil major criteria require calibration records to be kept for all fixed and portable gas detectors onboard.

Martek’s Marine 4 is supplied with a self-certification/calibration station which provides the user with fail-safe automatic bump testing and calibration. The seafarer simply places the Marine 4 gas detector in the station, press a button and waits one minute for the detector to be tested and certified, ensuring that calibrations are carried out in a repeatable, tamperproof manner without the possibility of human error. The system then automatically produces a tamper-proof calibration certificate which is acceptable to classification societies, oil majors and port state control.

KROHNE Skarpenord offers complete solutions for monitoring of liquids onboard all kinds of ships

Monitoring of liquid cargo is in safe hands CARGOMASTER® – The all-in-one tank monitoring system CARGOMASTER® is the complete solution for tank monitoring. The system is well proven and is installed on all kinds of vessels. Combined with the OPTIWAVE high precision cargo tank level radar, the system offers unique benefits for tanker operators.

EcoMATE® – System for monitoring of bunkering and fuel consumption EcoMATE® is a reliable system for monitoring of bunkering operations and fuel consumption. Together with the OPTIMASS series of flowmeters, it offers accurate and maintenance free solutions.

INTRA MARE HELLAS (Greece representative) Tel.: +30 210 4293843 | Email: info@intramare.gr | www.intramare.gr

www.krohne-skarpenord.com

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ERMA FIRST: The 1st Roundtable was successfully held in Shanghai The 1st Roundtable organized by ERMA FIRST ESK Engineering Solutions S.A. was held in Shanghai, China, as part of its business development and the expansion of its commercial activities in the Far Eastern Market. The event was successfully held and joined by ERMA FIRST SA sales representatives, who enthusiastically welcomed the ERMA FIRST BWTS, the first Greek Ballast Water Treatment System, in the Chinese shipping and shipbuilding market.

On the occasion of the recent visit of the Greek Prime Minister to China and monitoring closely the everchanging and competitive international environment, which is characterized by the globalization of the markets, the intense global competition and the extrovertoriented enterprises, ERMA FIRST ESK Engineering Solutions S.A participates actively in the effort to promote Greek entrepreneurship in China.

ERMA FIRST ESK Engineering Solutions SA, being the first Greek company that designed, produced and certified the Ballast Water Treatment System (BWTS), uses an advanced technology of electrolysis of sea water for the production of active substances in combination with high performance mechanical separation of particles using hydrocyclones. This technology ensures results that far exceed the minimum requirements of the discharge limits of IMO D-2 regulations.

Στη διεθνή έκθεση “EUROPORT ISTANBUL 2013” που πραγματοποιήθηκε στα τέλη Μαρτίου στην Κωνσταντινούπολη συμμετείχε η ERMA FIRST ESK Engineering Solutions S.A. Η παρουσία της ERMA FIRST έγινε σε συνεργασία με τον αντιπρόσωπό της, την εταιρία Istamar Shipping Brokering Ind & Trad Ltd. Η έκθεση, που τελεί υπό την αιγίδα του Υπουργείου Μεταφορών, Ναυτιλίας και Επικοινωνιών της Τουρκίας, διοργανώνεται από το IMEAK (τούρκικο Ναυτιλιακό Επιμελητήριο) σε συνεργασία με το NTSR (Διεθνές Εκθεσιακό και Συνεδριακό Οργανισμό) και τον Ahoy Rotterdam. Η ERMA FIRST έχοντας ήδη μία δυναμική παρουσία στην αγορά της Τουρκίας, επέλεξε τη συγκεκριμένη έκθεση, στο πλαίσιο της στρατηγικής ανάπτυξης και περαιτέρω διείσδυσης στη δυναμική ναυτιλιακή αγορά της Τουρκίας. Επισημαίνεται ότι η έκθεση αριθμεί 12 διοργανώσεις τα τελευταία 24 χρόνια, καθιστώντας την θεσμό στα ναυτιλιακά δρώμενα της ταχέως αναπτυσσόμενης τουρκικής αγοράς, ενώ προσελκύει τις κορυφαίες εταιρείες του ευρύτερου διεθνούς ναυτιλιακού χώρου. Πρόσφατα άλλωστε, η ERMA FIRST έκλεισε συμφωνία στην Κωνσταντινούπολη για την εγκατάσταση του συστήματος επεξεργασίας θαλασσίου έρματος ERMA FIRST BWTS 100, στο, μήκους 80 μέτρων, επιβατηγό πλοίο “ELEMENTS”, αραβικών συμφερόντων, που κατασκευάζεται στο KOCAELI της Τουρκίας, στο τούρκικο ναυπηγείο YACHTLEY AS. Η εταιρία ERMA FIRST, η Πρώτη Ελληνική Εταιρία που σχεδίασε, πιστοποίησε και παράγει σύστημα για τη διαχείριση του θαλασσίου έρματος, χρησιμοποιεί προηγμένη τεχνολογία ηλεκτρόλυσης του θαλασσινού νερού για την παραγωγή ενεργών ουσιών, σε συνδυασμό με υψηλής απόδοσης μηχανικό διαχωρισμό των σωματιδίων με την χρήση υδροκυκλώνων. Η τεχνολογία εξασφαλίζει αποτελέσματα που υπερβαίνουν αισθητά τις ελάχιστες απαιτήσεις των ορίων απόρριψης του κανονισμού IMO D-2.

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MacGregor’s new simulation platform

Havyard orders MacGregor offshore cranes for a new Nigerian IMR vessel

C-HOW is a simulation platform that allows customers to run particular equipment through various simulated conditions and operations MacGregor’s new simulation platform enables customers to access realistic information relating to complex interactions so that better decisions can be made and skills can be attained long before risk becomes a factor .

MacGregor, part of Cargotec, has introduced C-HOW, a simulation platform that allows customers to run particular equipment through various simulated conditions and operations. “The C-HOW software is extremely flexible,” says Frode Grøvan, Sales and Marketing Director for MacGregor Advanced Load Handling.

“Simulation detail can be varied depending on the level of functionality required: C-HOW is modular and scalable, so modules can be added or removed as requirements change.

Furthermore, its use is not limited to MacGregor equipment; it can be tailored for products from other manufacturers installed on our customers’ vessels.” Although MacGregor has only just introduced C-HOW to the market, customers are already expressing serious interest. At a basic level, C-HOW can be used as an interactive calculation tool, while at the other end of the scale it can be incorporated in immersive training hardware, such as in the advanced crane simulator that MacGregor built at Kristiansand in Norway.

MacGregor offshore cranes have a proven track record of delivering reliable performance Two MacGregor cranes will feature on a new subsea IMR vessel being built by Havyard in Norway for diverse deepwater operations off the west coast of Africa In April, MacGregor, part of Cargotec, signed an order with Norwegian shipyard, Havyard Ship Technology AS, for two MacGregor offshore cranes. Both will be installed on a new Havyard 857 subsea inspection maintenance and repair (IMR) vessel being built for Nigerian offshore oil and gas company, Marine Platforms Limited (MPL).

MPL is headquartered in Lagos and specialises in a wide range of deepwater operations. The contract calls for one 250-tonne MacGregor active heave-compensated (AHC) subsea crane and one 20-tonne MacGregor AHC subsea crane. These will be delivered in July 2014 and the vessel is scheduled to be handed over in August the same year.

“The offshore market in west Africa is recognised worldwide as an area with very promising future prospects,” says Frode Grøvan, Sales and Marketing Director for MacGregor Advanced Load Handling. “It is therefore a significant advantage for us to participate in the expansion into this region. For their part, our cranes will deliver reliable, proven load-handling technology to MPL.” Havyard has been developing its series of subsea vessel designs since 2005. This particular Havyard 857 for MPL will have a larger deck area than previous designs - comprising a main deck of 1,200m2 and a mezzanine deck of 225m2 - along with a larger offshore crane and an extra auxiliary crane. Other specific changes to the 113m vessel include an extended moonpool and larger accommodation areas, designed for 120 personnel.

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Aker Arctic brings heavy duty Oblique Ice Breaker to market With construction underway on the first ever Oblique Icebreaker, research specialist Aker Arctic Technology has unveiled a new version of the unique vessel type that will bring ice management and pollution control in thick first year ice to a new level.

The first ARC 100 is due delivery to the Russian Ministry of Transport in early 2014, after a collaborative build involving Kaliningrad’s OJSC Yantar and Helsinki’s Arctech yards. The resulting newbuilding is a breakthrough in asymmetric three-thruster conceptual design, which will bring new capability in terminal operations, ice management and oil spill response in freezing seas.

The 76m long vessel, with her oblique ice-breaking action is a game changer in year-round oil spill response. Additionally, a single Oblique Icebreaker cuts channels through ice for cargo ships to follow as wide as two equivalent conventional icebreakers moving ahead side by side.

Aker Arctic has followed up with a “Heavy Duty” ARC 100 HD version of the design – a 98m long and 26m across the beam vessel. The vessel will draw on 24,000 kW of engine power and 19,500 kW of propulsion power to offer 190 tonnes of bollard pull in open water. This is 2.5 x the pull offered by the ARC 100.

Planned to be classed by the Russian Maritime Register of Shipping as an Icebreaker 7, the design is based on extensive model tests at Aker Arctic, Helsinki. Tests demonstrated that the ARC 100 HD will be able to break through 1.5m thick ice when moving ahead and astern at 5 knots (2 knots through 2m thick ice). In the oblique mode, it will be able to cut a 50m wide channel through 1.5m thick ice. In broken ice, its vertical side will push ice pieces and its inclined side break ice floats.

As well as increased size, power and manoeuvrability, the ARC 100 HD adds new ice management and oil spill response functionality. Its dynamic positioning capability will mean it can ‘spin on the spot’ to widen channels. It will also be able to assist during ice field direction

changes – effectively cutting ice alongside the cargo vessel exposed to unfavourable ice flows. Aker Arctic has incorporated specific oil recovery measures. As with the ARC100 design, instead of the vulnerable rubber arm sometimes seen in oil spill response operations, the ARC 100 HD’s vertical hull side itself will act as a sweep arm up to 60m across in heavy waves. The vessel will also feature a skimmer system, including a side door, effective in-built brush skimmers/collector tanks for oil separation, recovered oil transfer pumps, and a discharge pump.

“This project is a significant milestone for icebreaker expertise, as it shows the way design and construction efforts are keeping pace with continuing demand for harder to recover energy sources”, says Mikko Niini, Managing Director of Aker Arctic Technology Inc. “With the awarding of drilling permits in the Arctic subject to increasing scrutiny, this is another example of Aker Arctic Technology’s commitment to meeting the challenges set by nature.”

Picture: the new ARC 100 HD design from Aker Arctic Technology

Latest G-Type Sails Through Type Approval Test At the end of April, 2013 in Korea, MAN Diesel & Turbo’s latest G-type engine passed its Type Approval Test at HHI-EMD, the engine and machinery division of Hyundai Heavy Industries. The ultra-long-stroke G60ME-C9 engine went through its paces under the watchful eye of many interested observers, including representatives from the major classification societies. Christian O. Rasmussen, Head of Classification Business, MAN Diesel & Turbo, praised the collaboration between his company and HHI-EMD and said: “Our 600-mm bore engines have enjoyed much market success because of their reliability. The new G-type continues this legacy, as confirmed by the successful TAT here in Korea.”

The G-type programme MAN Diesel & Turbo’s G-type programme entered the market in October 2010. The G-types have designs that follow the principles of the large-bore, Mark 9 engine series that MAN Diesel & Turbo introduced in 2006.

Their longer stroke reduces engine speed, thereby paving the way for ship designs with unprecedented highefficiency.

G-type efficiency G-type engines’ longer stroke results in a lower rpm for the engine driving the propeller. This lower optimum engine speed allows the use of a larger propeller and is, ultimately, significantly more efficient in terms of engine propulsion. Together with an optimised engine design, this reduces fuel consumption and reduces CO2 emissions. MAN Diesel & Turbo believes that, just as MAN B&W S-engines became first choice for container ships, G-engines will become first choice for bulkers, tankers and some box ships.

Tailormade Ballast Water Treatment Solutions Granted IMO Final Approval & Type Approval from Lloyd’s Register of Shipping In DESMI Ocean Guard we combine our experience from both operating marine equipment and our long history of supplying to the shipbuilding industry.

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ClassNK Issues First MLC Certification for Vietnamese Seafarer Recruitment Center ClassNK announced that it certified the Ho Chi Minhbased Southern Crewmanning Center (SCC), in accordance with the Maritime Labour Convention 2006 (MLC 2006). This is the first Seafarer Recruitment and Placement Service (SRPS) certification that ClassNK has issued in Vietnam.

MLC 2006 is a new international convention adopted by the International Labour Organization (ILO) in February 2006 to improve working and living conditions for seafarers. MLC regulations, which will come into force for all vessels operated by owners registered in MLC party states from August 2013, will require providers to establish, implement and maintain a quality system complying with the requirements regarding working conditions for seafarers.

Under Regulation 1.4 of MLC 2006, if shipping companies registered in MLC party states employ seafarers from SRPS in nonparty states, they must ensure that the SRPS is fully compliant with MLC Conventions. This requirement has helped spur demand for independent third party certification of SRPS in countries such as

Vietnam, who have yet to ratify MLC 2006.

SCC, a subsidiary of Vitranschart JSC, based in Ho Chi Minh, provides more than 1000 seafarers to not only much of Vietnam’s merchant fleet, but also to vessels owned by Japanese and Taiwanese owners. As one of Vietnam’s leading SRPS, SCC turned to ClassNK to certify that its practices were fully compliant with the new MLC regulations.

Speaking on the occasion, ClassNK Chairman and President Noboru Ueda said: “This certification highlights SCC’s progressive and professional approach to ship manning, and marks an important step forward for the implementation of MLC 2006 both here in Vietnam, and around the world.”

“The coming enforcement of MLC 2006 is an important achievement in terms of both the rights of seafarers and the safety of ships at sea. However, requirements that seafarer recruitment centers and manning agencies in even non-member states must comply with MLC regulations present a major challenge for both these providers for shipowners. SRPS certification is an important tool to help shipowners and service providers easily ensure compliance with MLC 2006 requirements, and so it is a service we are proud to offer.”

SRPS certification is one among several services ClassNK provides related to MLC 2006, including certification for vessels and shipowners under the new regulations. ClassNK also offers certification services in line with ISO 9001, ISO 14001 and OHSAS 18001 management standards, as well as certification for Maritime Education and Training facilities and ECDIS training courses.

Recent Meetings Held by the Marshall Islands Registry More than 190 delegates from the greater Piraeus shipping community joined representatives of the Republic of the Marshall Islands (RMI) Registry for a seminar to hear and discuss further guidance on the provisions of the Maritime Labour Convention, 2006 (MLC, 2006), Ballast Water Management requirements of the International Maritime Organization (IMO) and the United States (US), the US revisions to the Vessel General Permit and lastly, an update on piracy. Theo Xenakoudis, Worldwide Business Operations Officer, International Registries, Inc. (IRI) moderated the panel of speakers which included Simon Bonnett (Safety & Technical Manager, London), Liz Bouchard (Marine Policy Advisor, Reston), Rear Admiral Robert North (USCG, Ret.), John Ramage (Chief Operating Officer, London) and Thanos Theocharis (Regulatory Affairs, European Liaison, Piraeus).

Following the presentation, a detailed and interesting discussion took place among the speakers and delegates. The seminar was developed to provide the shipping community with up-to-date information on topical issues and provide a forum by which to discuss these issues.

“Maintaining an active dialogue with the Greek shipping community is important to the Registry and to Greek owners since they are the largest shipowning group in the RMI Registry. The recent report from the Greek Shipping Cooperation Committee also notes that the RMI flag remains one of the fastest growing flags in Greece,” said Theo

Xenakoudis. Following the seminar in Piraeus, several Registry representatives traveled to London for the Marshall Islands Quality Council (MIQC) meeting. The MIQC is an independent consultative body consisting of more than 40 members who provide advice and guidance to the RMI Registry. “The MIQC assists the Registry in continuously improving the safety, security and environmental performance of vessels flying the RMI flag and the services provided to vessel owners,” said Bill Gallagher, IRI President. The meeting agenda included a review of Registry statistics, an overview of the Registry’s Technical Department and how it is organized to respond to owner/ operator requests on a 24-hour basis, an update on Regulatory issues including MARPOL Annexes V and VI and MLC, 2006. Also during the meeting, Takis Koutris, Managing Director of Roxana Shipping SA and Kristen Marine S.A., was announced as the Chairperson for the RMI Blue Water Vessel (BWV) Advisory Group. “The objectives of the BWV Advisory Group are similar to those of the MIQC however the forum will solely concentrate on issues related to and affecting blue water vessels,” continued Mr. Gallagher. “Mr. Koutris has been highly involved in the working groups at Intertanko, Intercargo and Martecma, and is actively engaged in issues impacting blue water vessels. We are delighted that an individual of Mr. Koutris’ caliber will lead this group,” continued Mr. Gallagher.

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Hyundai Samho Heavy Industries upgrades from Tribon to AVEVA Marine

AVEVA Marine’s set of integrated applications were created specifically for the unique processes of the engineering and design of ship and offshore structures.

AVEVA announced today that Hyundai Samho Heavy Industries (HSHI), one of the world’s largest shipbuilders, has successfully completed its upgrade from Tribon M3 software to AVEVA Marine for engineering, design and production. HSHI has used AVEVA’s legacy Tribon M3 design software very successfully for many years, but chose to upgrade to the very latest AVEVA Marine software portfolio after a thorough evaluation that identified major advantages in the new platform, including its powerful features such as customisation.

“One of the big benefits we found when upgrading to AVEVA Marine is its comprehensive and powerful capabilities for customisation,” said Ok Jae Huh, Senior Vice President, Hyundai Samho Heavy Industries. “AVEVA Marine is very user friendly. It will help keep us competitive as it includes efficient tools for the easy development of our own specialised scripts (macros) that can be adapted to the demands of our customers around the world.”

Mr Huh continued, “The difficult economic conditions in the marine industry, combined with new opportunities in the Offshore and Plant markets, have seen a diversification in the traditional shipbuilding industry. As the result of the merging of the AVEVA PDMS and the Tribon hull technologies, AVEVA Marine is responding to these market changes and is now one of the best names in the CAD industry for ships, offshore facilities and plants.”

“HSHI has been a long-standing AVEVA customer and we have worked very closely with its team to help develop its long-term strategic direction for shipbuilding”, added Eun Joo Park, Senior Vice President – Korea & Japan, AVEVA. “Organisations like HSHI who have migrated from Tribon M3 to AVEVA Marine have benefitted from cost savings across all disciplines as a result of our Integrated Engineering & Design approach.

AVEVA Marine combines the world’s best hull design applications with the best outfitting capability using AVEVA’s powerful objectcentric technology. It integrates completely into a much larger production environment, which is why customers are realising such significant project savings.”

All AVEVA Marine products are part of AVEVA’s Integrated Engineering & Design approach that improves project efficiency and reduces engineering and design costs by offering complementary products that draw on common processes, disciplines and deliverables, through a single managed information model.

AVEVA Marine’s set of integrated applications were created specifically for the unique processes of the engineering and design of ship and offshore structures, design management and the generation of accurate production information.

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The 16th annual meeting of the Hellenic and Black Sea Committee of Bureau Veritas The 16th annual meeting of the Hellenic and Black Sea Committee of Bureau Veritas was held on the 17th of May 2013 under the Chairmanship of Captain Panagiotis Tsakos and the presence of the Bureau Veritas Management, namely Mr. Didier Michaud-Daniel, Chief Executive Officer of Bureau Veritas, Mr. Philippe Donche-Gay, Executive Vice-President Marine & Offshore Division, Mr. Didier Bouttier, Senior Vice President Bureau Veritas Marine & Offshore Division, Dr. John Kokarakis, Technology & Business Development Director for the Hellenic, Black Sea & Middle East Zone, Mr. Lambros A. Chahalis, Vice President Regional Chief Executive Hellenic & Black Sea Region, Mr. Anastasios Angelopoulos, Deputy Country Chief Executive for Greece & Cyprus, Mr. Philippe Boisson, Communication Director & Mr. Ulrik Dan Frorup, Offshore Technical Vice President.

This year the Committee event took place in The Westin Resort of Costa Navarino, located next to the Ionian Sea coastline of The Dunes Beach in Messenia, southwest Peloponnese.

The meeting, chaired by Capt. Panagiotis Tsakos, started with a short presentation on Costa Navarino by Mr. Stefanos Theodorides, Managing Director of TEMES SA (Developers of Costa Navarino) & continued with the announcement of the new Committee Members: Mr. George K. Economou, General Manager of Gleamray Maritime Inc, and Mr. Adamandios L. Polemis, President of Polembros Shipping Ltd. Mr. Didier Michaud-Daniel presented the Bureau Veritas Group Activities for the year 2012, which showed once again a continuation of the strong growth of the Group.

Mr. Philippe Donche-Gay presented to the members of the Committee the Marine & Offshore Activities for the year 2012.

Mr. Ulrik Dan Frorup analyzed the experience and the capabilities of Bureau Veritas in the Offshore structures related to the exploration and production of Oil and Gas. Bureau Veritas is a recognized leader in the determination of hydrodynamic loads and structural analysis

of fixed and floating offshore assets. The tools developed by the BV engineers like the Arianne mooring analysis software package constitute an industry standard. BV is strategically placed to take a pole position in the market on practically every aspect of oil and gas exploration and production. Mr. Frorup described in great detail various state of the art projects with floating liquefaction units, shallow and deep water production assets and associated equipment like pipelines, umbilicals and risers. Bureau Veritas has a complete set of rules covering all aspects of the construction, survey and certification of the offshore structures.

Dr. John Kokarakis then presented a thorough analysis of the critical question of our times related to the existence or not of eco ships.

Motivated by the flood of new-building orders of eco designs, he examined critically the various design aspects contributing to the reduction of fuel consumption. It became apparent from the presentation that fuel savings can be achieved with the application of operational measures such as reduction of speed, weather routing and the crew training and education on green technology and ideas. The obvious benefits of the eco-ship label might create a two-tiered market in the future, probably without a sound justification. It appears that old and proven ideas and management methods need to be applied in the new era of rapid developments and new business ethics.

Special guests of the event were the Commandant of the Hellenic Coast Guard, Vice Admiral (HCG) Mr. Demetrios Bantias, the Vice Mayor of Kalamata, Mr. Demetrios Demopoulos, as well as Mr. Claude Maillot, Senior Vice President, in charge of the Marine & Offshore North Asia Zone.

Mr. Maillot, based in Shanghai, responded to questions regarding the new buildings in China, Korea & Japan shipyards.

During the Committee meeting, members’ wives had the opportunity of a very interesting excursion, visiting Methoni’s castle and Pylos area.

All participants to the Committee meeting concluded the day with a Gala dinner at “The Orion” room of the Westin Resort.

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Alfa Laval Aalborg XS-TC7A waste heat recovery economizers selected by United Arab Shipping Company

Alfa Laval, a world leader in heat transfer, centrifugal separation and fluid handling, has received an order for its Aalborg XS-TC7A waste heat recovery (WHR) economizers for installation after auxiliary engines onboard the entire fleet of the United Arab Shipping Company, the largest regional container ship operator. Delivery is scheduled for later this year.

Alfa Laval has further cemented its commercial leadership in waste heat recovery systems with the introduction of its Aalborg XS-TC7A waste heat recovery (WHR) econ-

omizers in 2012. In February of this year, Alfa Laval received one of its most prominent orders to date that involves the supply and installation of the economizers for all United Arab Shipping Company fleet vessels.

highest standard of supply and service from Alfa Laval, and their technologies contribute towards our company’s mission to promote safety, security and environmental protection both at sea and ashore,” notes Mr. Naif Al Khalidi, Vice President, CPCD, at United Arab Shipping Company.

With its small footprint and the lowest possible weight to output ratio, the Aalborg XS-TC7A economizer optimizes the use of waste heat from the auxiliary engine exhaust gases during voyage and port stays. When used in combination with a waste heat recovery system installed after main engine, the Aalborg XS-TC7A contributes to significant reductions in the oil consumption on the oil-fired boiler under most load conditions. Each unit will be specially tailored to the individual ship and engine design with due consideration to the existing uptake backpressure and other critical factors.

“This order confirms the ship owners’ increased focus on environmental protection and interest in realizing fuel cost savings from smart solutions using the available waste heat onboard,” says Hans-Henrik Jensen, Vice President, Marine & Diesel Division, Alfa Laval. “Ship owners know and trust that Aalborg waste heat recovery systems for use after the main engines save money and reduce emissions. We now see a growing tide of ship owners like United Arab Shipping Company interested in capturing waste heat from auxiliary engines and placing their trust in the Aalborg XS-TC7A.”

“United Arab Shipping Company expects the

Picture: Marios Petrou and Mr. Naif Al Khalid

Cooperation behind successful High Voltage Shore Connection The new High Voltage Shore Connection (HVSC), recently installed in the Port of Ystad, Sweden, has rendered a significant interest in shipping circles over the last couple of months. Recently, over 70 participants from all Nordic countries and the Baltic States gathered for a special seminar featuring technical discussions and live inspection of the newly opened double frequency HVSC. – Our solution with two independently operating frequencies for up to four ships simultaneously is in the absolute forefront and has created a stir in the industry, says Mr Björn Boström, managing director of Port of Ystad. Of course, we are pleased about the attention, he concludes. Along with inspecting the live HVSC being connected to Unity Lines MF ”Skania”, the seminar focused on

explaining and sharing solutions ranging from meeting the different demands of individual ships to port construction while maintaining a 24/7 service.

– The secret is, of course, cooperation, cooperation and even more cooperation, says Mr Ingemar Gustafsson of Processkontroll Elektriska AB, who was in overall charge of the joint venture consisting of five companies.Unity Lines’ MS ”Skania” was first to be connected, closely followed by MS ”Wawel” of Polferries. The remaining six ships daily calling into Port of Ystad will connect later this fall or early 2014.

The new HVSC installation contributes to a healthier environment both for crew as well as for port staff, not to mention the improvement of the overall air quality for the citizens of the municipality of Ystad.

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Herbert Koelman Wins GL Academy Hellas GL COMPIT Award 2013 approved four Costamare Training Center courses to the GL Standard

Herbert Koelman has been announced as the winner of the GL COMPIT Award 2013. The Dutch computer aided design expert was honoured for his paper’s contribution to the promotion of innovative approaches in ship design, at the COMPIT Conference which took place from 15 to 17 April in Cortona, Italy.

The jury singled out Dr Koelman, SARC, from a short list of several highly qualified candidates, because his paper outlines a roadmap for advanced ship design approaches over the next decade. His paper: “Midterm Outlook on Computer Aided Ship Design” received the highest praise for both its content and form. The jury noted that his highly readable and unpretentious paper offered a number of avenues for exploration for the industry.

Of particular note, they said was his advocation of 3D laser printing as a hands-on manifestation of 3D design approaches. His identification of underused opportunities to create numerical design series and rapid design formulas based on CFD and machine learning approaches. And above all the challenge that the paper puts to the community to avoid complacency and mental standstill and strive for innovation in methods rather than userinterface wizardry.

COMPIT is the abbreviation for “Computer Applications and Information Technology in the Maritime Industries”. The conference, which took place for the twelfth time, offered information on advanced IT applications for the lifecycle of ships and offshore structures. Topics such as “Virtual Reality,” “Marine Robotics”, and “IT Tools for Fuel Efficiency”, amongst others, were discussed by the participants. As in previous years, Germanischer Lloyd was a main sponsor of the event.

This is the sixth time that an outstanding scientist has been presented with the GL COMPIT Award at this prestigious conference. The winners of the previous two years are: 2012 Rachel Pawling, UCL (UK) 2011 Denis Morais, SSI (Canada) Photo: FutureShip’s Stefan Deucker (left) and Volker Bertram (right), who organises the COMPIT, present the COMPIT Award to Herbert Koelman, SARC.

Following the certification of the COSTAMARE Maritime Training Services S.A. according to ISO 9001:2008 by GL System Certification in December 2012, GL Academy Hellas approved the following four courses for the training center according to the GL Standard for approval of courses: • ECDIS training - based on the IMO Model course 1.27 • Ship Security Officer training - based on the IMO Model course 3.19 • Ship Simulator and Bridge Teamwork - based on the IMO Model course 1.22, and • Actions to be taken to prevent Acts of Piracy and Armed Robbery - based on the IMO Model course 3.23 “For COSTAMARE Shipping being a company committed to the importance of training for safe, secure and efficient shipping in clean seas and having a long lasting cooperation with GL Academy Hellas, it was only natural that they would turn to us for the approval of the courses of the COSTAMARE Training Services”, said GL Academy Manager, Dr. Marina Papaioannou during the small ceremony of handing over the GL approval certificates to Captain George Tsiros, Training Manager of the Center.

“It took the efforts of all involved to make this a reality and I would sincerely like to thank the GL experts for their efforts, cooperation, openness and valuable comments during the approval procedure which will significantly add to the success of our training services”, said Captain Tsiros.

Photo: Dr. Marina Papaioannou presents the GL approval certificates to Captain George Tsiros, Training Manager of the Center.

University of Piraeus

International Port of Piraeus, Greece

Ve locit y Farm.com

The Hellenic Shipbrokers Association

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Ταξίδι στη Γνώση του Κώστα Δούκα

Η κακοποίηση της γλώσσας σε ελεύθερη πτώση... Πολιτικοί, δημοσιογράφοι, επιστήμονες και όλοι όσοι έχουν υποχρέωση να μιλούν σωστά την παναρχαία γλώσσα μας, κάνουν ό,τι μπορούν γιά να την καταστρέψουν. Ποιές είναι οι αρετές του Ελληνικού λόγου. Τι έλεγε ο Όργουελ στο πολύκροτο βιβλίο του «1984» γιά την «νέα ομιλία». Η ελληνική γλώσσα κακοποιείται βάναυσα επί καθημερινής βάσεως. Η κακοποίηση γίνεται σε τέτοιο βαθμό, ώστε καταντά πλέον ματαιοπονία να προσπαθήσει κάποιος να διορθώσει τα ημαρτημένα. Το πιό ανησυχητικό όμως είναι ότι οι πνευματικοί άνθρωποι, και ειδικώτερα η Ακηδημία Αθηνών, αδιαφορεί πλήρως γιά την έκταση του φαινομένου και δεν αναλαμβάνει καμμία δράση γιά να περιορίσει κάπως το κακό. Οι Έλληνες, συνειδητά ή ασυνείδητα, κατεδαφίζουν άναρχα την ελληνική γλώσσα, χωρίς να αντιλαμβάνονται ότι με τον τρόπο αυτόν που χειρίζονται την Ελληνική, πριονίζουν το κλαδί πάνω στο οποίο κάθονται οι ίδιοι, καθώς και ολόκληρος ο Ελληνικός λαός. Γιά να σχηματίσει κανείς μία ιδέα των κινδύνων που συνεπάγεται η κατεδάφιση μιάς αρχαίας γλώσσας, η οποία μάλιστα, όπως η Ελληνική, γονιμοποίησε την παγκόσμια ομιλία και γραφή, θα αναφερθεί μικρή περικοπή από το πολύκροτο βιβλίο του Τζώρτζ Όργουελ «1984» που αναφέρεται στις αρχές της «Νέας Ομιλίας», της «ΑΓΓΣΟΣ», η οποία θα παγιώσει τον «Μεγάλο Αδελφό» στον...μακρινό ορίζοντα του 2050. «Ο σκοπός της Νέας Ομιλίας ήταν, όχι μόνο να δώσει ένα τρόπο

έκφρασης της κοσμοθεωρίας και των διανοητικών συνηθειών του ΑΓΓΣΟΣ, αλλά και να καταργήσει κάθε άλλο τρόπο σκέψης. Το λεξιλόγιο της Νέας Ομιλίας ήταν έτσι φτιαγμένο, ώστε να δίνει την ακριβή και συχνά με πολλές αποχρώσεις έκφραση, σε κάθε έννοια που ένα μέλος του Κόμματος ήθελε να εκφράσει με τον κατάλληλο τρόπο, αποκλείοντας συγχρόνως όλες τις άλλες έννοιες και ακόμα και την δυνατότητα να τις πλησιάσει κανείς με έμμεσες μεθόδους. Σ’ αυτόν τον σκοπό συνέβαλαν, πρώτον, η εφεύρεση καινούργιων λέξεων, αλλά κυρίως η εξέλειψη ανεπιθυμήτων λέξεων και η απογύμνωση των λέξεων με ανορθόδοξα νοήματα που απέμειναν. Έτσι, η λέξη ΕΛΕΥΘΕΡΟΣ, εξακολουθούσε να υπάρχει στην Νέα Ομιλία, αλλά δεν μπορούσε να χρησιμοποιηθεί παρά σε φράσεις όπως «Ο δρόμος είναι ελεύθερος», ή «θα είμαι ελεύθερος από τις τρείς ως τις πέντε». Δεν μπορούσε να χρησιμοποιηθεί με την παλιά έννοια της «πολιτικής ελευθερίας» ή της «διανοητικής ελευθερίας». Η πολιτική και η διανοητική ελευθερία δεν υπήρχαν πιά ούτε καν με την μορφή της γενικής ιδέας, επομένως αναγκαστικά δεν είχαν ούτε όνομα...Η λέξη

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ΣΚΕΠΤΟΜΑΙ δεν υπήρχε στην Νέα Ομιλία. Είχε αντικατασταθεί από την λέξη «σκέψη», που χρησίμευε και σαν όνομα και σαν ρήμα...Όταν ένα όνομα και ένα ρήμα είχαν συγγενική έννοια χωρίς όμως ετυμολογική σχέση, το ένα από τα δύο καταργείτο. Δεν υπήρχε, γιά παράδειγμα, η λέξη «κόβω». Η έννοιά της εκφραζόταν επαρκώς με το όνομα-ρήμα «μαχαίρι»...Έχοντας την λέξη «καλός», δεν χρειάζεται η λέξη «κακός», αφού η ζητούμενη έννοια μπορεί να αποδοθεί το ίδιο καλά – μάλιστα και καλλίτερα – με την λέξη μήκαλος...Ο μήκρυος σήμαινε ζεστός, ο δίσκρυος και τρίσκρυος σήμαιναν αντιστοίχως «πολύ κρύος» «πάρα πολύ κρύος»...Η σεξουαλική ζωή ήταν απόλυτα ρυθμισμένη από τις δύο λέξεις της Νέας Ομιλίας «Εγκλημασέξ» (σεξουαλική ανηθικότητα) και «καλοσέξ» (αγνότητα). Το «Εγκλημασέξ» κάλυπτε τις σεξουαλικά αξιόποινες πράξεις όλων των ειδών. Αφορούσε την πορνεία, την μοιχεία, την ομοφυλοφιλία και άλλες διαστροφές, ακόμα και την σεξουαλική ζωή που είχε ένα ζευγάρι μόνο γιά την ικανοποίησή του...» Οι ελάχιστες αυτές περικοπές του Όργουελ δείχνουν τον εφιάλτη που κρύβει η κατάργηση μιάς αρχαίας γλώσσας, όπως η Ελληνική, την οποία οι Έλληνες κακοποιούν καθημερινά κατά το δοκούν, με αυθαιρέτους τονισμούς λέξεων, με σολοικισμούς, με κατάργηση κλίσεων, με χρήση ανυπάρκτων λέξεων που δημιουργούν αυτοστιγμεί, με λανθασμένη εκφορά και γραφή του λόγου κλπ. ΛΑΘΗ ΕΠΙ ΛΑΘΩΝ Ακούμε γιά παράδειγμα από την Βουλή των Ελλήνων νεαρό αρχηγό κόμματος να λέει: «Είχα έναν ενδιαφέρων διάλογο...» (Συζήτηση επί πολυνομοσχεδίου 28-4-2013). Βουλευτίνα του ΚΚΕ ακούστηκε να λέει από την τηλεόραση της Βουλής: «Πιστεύετε ότι είναι ένας οργανισμός απεργοσπασίας;» Αυτό το τερατώδες ουσιαστικό «απεργοσπασία» σε ποιό λεξικό το βρήκε; Ο πρόεδρος της ΕΥΔΑΠ κ. Στ. Σταυρίδης σε εκπομπή του ΕXTRA στις 4-3-2013 είπε την λέξη «προτεραιοποίηση» των στόχων της εταιρίας. Άλλος «γραμματιζούμενος» πρόφερε δημοσίως την ανύπαρκτη και ακατανόητη λέξη «επαναπαραμετροποίηση». Άλλος πολιτικός ιδρυτής νεοπαγούς κόμματος, χρησιμοποίησε σε εκπομπή του ΕΧΤΡΑ την λέξη «κυβερνησιμότητα», άγνωστο τί υποδηλώνει το γλωσσικό αυτό τερατούργημα. Δικηγόρος κομματικά εντεταγμένος στο κυβερνών κόμμα στην ίδια εκπομπή, χρησιμοποίησε τον ανύπαρκτο συγκριτιτικό «επιεικότερη μεταχείριση» αντί του ορθού «επιεικέστερη». Σε πρωινή σαχλολογία ραδιοσταθμού ακούστηκε: «Είναι απόφαση του διεθνή νομισματικού Ταμείου. Πρόκειται γιά εσκεμμένη άθλια μετατροπή των «οχληρών» τριτοκλίτων σε πρωτόκλητα, κατ’ απομίμηση εκφράσεως τέως πρωθυπουργού, που «πρωτοελάνσαρε» την λέξη. Τι χρειάζονται οι κλίσεις και οι πτώσεις; Μία κλίση, η πρώτη, μία ή δύο πτώσεις, όπως π.χ. στην αγγλική. Να μη κουράζονται και τα παιδιά. Μεγαλοδημοσιογράφος συνηθίζει να λέει από το κανάλι που παρουσιάζει καθημερινό δελτίο ειδήσεων: «Διαρέεται από το Μαξίμου...» Αλλά ρήμα «ρέομαι» δεν υπάρχει. Το ρήμα είναι ρέω και είναι αμετάβατο. Δημοφιλής αθλητικογράφος ακούστηκε να λέει: «Απαρνείται, ως Κασσιανή, όλη την προτεραία ζωή του». Ήθελε να πεί την προτέρα ζωή

του, δηλαδή την προηγούμενη ζωή του. «Προτεραία» είναι η χθεσινή ημέρα, όπως γιά παράδειγμα «την προτεραία της αναχωρήσεώς του, είχε ένα ατύχημα». Από τον ΑΝΤ1 ακούστηκε να λέει δημοσιογράφος με την γνωστή ξύλινη γλώσσα: «Ο κ. Σαμαράς έχει αποφασίσει να τρέξει τους υπουργούς του». Άλλος ένας σόλοικος νεολογισμός γλωσσικής πενίας και εκπτώσεως, όπως συχνά ακούγεται από τα κανάλια «οι μετοχές διαπραγματεύονται...», ενώ είναι οι άνθρωποι που τις διαπραγματεύονται. Τώρα η λέξη «καινούργιος» γράφεται «καινούριος», ενώ είναι σύνθετη λέξη, από το επίθετο «καινός» = νέος και «έργον». Αν όμως καταργηθεί το γάμα, τότε πώς θα γράφεται ο κακούργος; Κακούριος; Και ο πανούργος, πανούριος; Κι ο ενεργός πολίτης, ενεριός πολίτης; Και ο δημιουργός, δημιουριός; Κι ο πρωθυπουργός, πρωθυπουριός; Αιδώς Αργείοι! Ακούγεται συχνά-πυκνά να λέγεται από τα κανάλια: «Ο κ. Κουβέλης δεν επιθυμεί να διακινδυνεύσει την κυβερνητική συνοχή». Αλλά η συνοχή διακινδυνεύει, δεν την διακινδυνεύουν. Το ρήμα διακινδυνεύω είναι αμετάβατο. Ο δημοσιογράφος θα μπορούσε να πεί, άν ήξερε βέβαια γράμματα, ότι «ο κ. Κ. Δεν επιθυμεί να διακινδυνεύσει η κυβερνητική συνοχή». ΟΙ ΑΡΕΤΕΣ ΤΟΥ ΕΛΛΗΝΙΚΟΥ ΛΟΓΟΥ Η καθημερινή κατρακύλα του ελληνικού λόγου είναι άνευ προηγουμένου και τείνει να καταντήσει την νεοελληνική μας γλώσσα σε κάτι ανάλογο με την ΑΓΓΣΟΣ του Όργουελ. Είναι προφανές ότι όσοι αδιαφορούν γιά τις απαράδεκτες αυτές καθημερινές γλωσσικές κακοποιήσεις, συμφωνούν με κάποια κέντρα, που θέλουν την καταστροφή της πανάρχαιας ελληνικής γλώσσας, τα ίδια που πριν από εξήντα περίπου χρόνια προσπάθησαν ανεπιτυχώς να περάσουν την Εσπεράντο, ένα μόρφωμα υπεραπλουστευμένης γλώσσας που εξυπηρετούσε τα πρώιμα στάδια της παγκοσμιοποίησης, αλλά η προσπάθεια προσέκρουσε στο υψηλό επίπεδο ελληνομάθειας των δασκάλων και των καθηγητών της εποχής εκείνης, κατά την οποία άλλωστε ο Όργουελ έγραψε και το βιβλίο του για τον «Μεγάλο Αδελφό» και την «Νέα Ομιλία». Οι αρχαίοι Έλληνες, οι οποίοι είχαν δημιουργήσει την λεγομένη «γλώσσα των θεών» κατά τους ξένους Ελληνολάτρεις, είχαν επισημάνει και τις αρετές του Ελληνικού Λόγου, οι οποίες κατά τον Διογένη και τον Χρύσιππο, είναι οι εξής: ΕΛΛΗΝΙΣΜΟΣ: Όχι βαρβαρισμοί, καθαρά ελληνικά. Γλώσσα άψογη γραμματικώς και απαλλαγμένη χυδαιολογίας. ΣΑΦΗΝΕΙΑ: Λεκτικό ύφος που παρουσιάζει την σκέψη, έτσι ώστε να γίνεται εύκολα κατανοητή. ΣΥΝΤΟΜΙΑ: Γλωσσικό ύφος που χρησιμοποιεί μόνο τις απαραίτητες λέξεις γιά την πραγμάτευση ενός θέματος. ΚΥΡΙΟΛΕΞΙΑ: Χρησιμοποίηση φρασεολογίας συγγενικής προς το θέμα. ΔΙΑΚΡΙΣΗ: Αποφυγή ιδιωματικών εκφράσεων.

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Έναντι αυτών των αρετών, οι σύγχρονοι Έλληνες κάνουν ό,τι μπορούν γιά να καταστρέψουν την δομή της γλώσσας, εισάγοντας ακατάσχετα ξένους όρους και λέξεις, που ελληνοποιούν, με αποτέλεσμα να καταστρέφουν το DNA του Έλληνος Λόγου, όπως γιά παράδειγμα τα βαρβαρικά σε άρω, που μεταγλωττίζουν ξένες λέξεις και τις πολιτογραφούν στο ελληνικό λεξιλόγιο. Εδώ και πολλές δεκαετίες, υφίστανται τέτοιες λέξεις σε περιορισμένο όμως αριθμό, εντελώς λαϊκές, όπως σωφάρω, φλερτάρω, γουστάρω, κουμαντάρω, τρακάρω, μανουβράρω, μπλοφάρω και κάποιες άλλες ακόμη καθημερινής χρήσεως. Σήμερα όμως οι εισαγόμενες και μεταγλωττιζόμενες λέξεις του τύπου τούτου έχουν ξεφύγει παντός ελέγχου που αλλοιώνουν την ελληνική σε βαθμό επικινδυνότητος, ενώ όλες αυτές οι εισαγόμενες έννοιες θα μπορούσαν να διατυπωθούν ανέτως στην ελληνική. Ιδού μερικά παραδείγματα: Πλασάρω (αντί τοποθετώ), στοπάρω (αντί σταματώ), στανιάρω (αντί στερεοποιώ), σερφάρω (αντί πλανώμαι), σκανάρω (αντί φωτογραφίζω), ορτσάρω (αντί εγείρω, σηκώνω), ροντάρω (αντί εξωμαλύνω), προμοτάρω ( αντί προωθώ), προβοκάρω (αντί προκαλώ), αβαντάρω (αντί υποστηρίζω), μαρκάρω (αντί σηματοδοτώ), μοντάρω (αντί συναρμολογώ), ντρεσάρω (αντί ορθώνω, σηκώνω), τεστάρω (αντί δοκιμάζω), κλατάρω (αντί εκρήγνυμαι), μπουρδάρω (αντί γεμίζω, ξεχειλίζω), τσεκάρω (αντί ελέγχω, σημειώνω), φισκάρω (αντί γεμίζω), πιτσικάρω (αντί παραμορφώνομαι), κουλάρω (αντί παραμένω ψύχραιμος), αριβάρω (αντί φθάνω), κροσάρω (αντί διασταυρώνομαι), φρακάρω (αντί συνωθούμαι), γρασάρω (αντί λιπαίνω), τζογάρω (αντί δοκιμάζω την τύχη μου), στοκάρω (αντί αποθηκεύω), κοτσάρω (αντί προσαρμόζω), φρικάρω (αντί ριγώ, ανατριχιάζω), σκοράρω (αντί επιτυγχάνω), σπινάρω (αντί ολισθαίνω), φερμάρω (αντί κλείνω ή προσαρμόζω), ρεμιζάρω (αντί σταθμεύω), καβατζάρω (αντί προσπερνώ), ρετάρω (αντί καθυστερώ), καλμάρω (αντί ηρεμώ), σπεκουλάρω (αντί κερδοσκοπώ), ροκάρω (αντί παίζω μουσική), φιγουράρω (αντί εμφανίζομαι), σπατσάρω (αντί αποχωρώ), τορνάρω (αντί γυρίζω), φινετσάρω (αντί μορφοποιώ), τσοντάρω (αντί συνεισφέρω), σουμάρω (αντί προσθέτω) και άλλος μεγάλος αριθμός «λέξεων», που προσκολλώνται σαν ιοί στην ελληνική γλώσσα και την καταστρέφουν. Το ειρωνικό της υποθέσεως είναι ότι πολλές από τις λέξεις αυτές είναι εκ παλινοστήσεως ελληνικές, όπως γιά παράδειγμα στοπάρω (ίστημι), ορτσάρω (όρνυμι), προμοτάρω (πρόμος του Ομήρου), φρικάρω (φρίγος=ψύχος), τορνάρω (ομηρ. ρήμα τορνόω=γυρίζω, σημειώνω κύκλο), κ.ά. Το πόσο γελοίες αλλά και επικίνδυνες είναι τέτοιου είδους λέξεις φαίνεται αν προσπαθήσει κανείς να κλίνει τα ρήματα αυτά με τους αρχαίους χρόνους. Ας πάρουμε το ρήμα σπατσάρω. Τότε θα έχουμε παρατατικός εσπάτσαρον, μέλλων σπατσαρώσω, αόριστος α εσπατσάρισα, αόριστος β σπατσάρισον, παρακείμενος σπεσπατσάρικα, υπερσυντέλικος εσπετσπατσαρίκην. Θέλετε και την υποτακτική; Ιδού: Σπάτσαρον, σπατσαρέτω, σπατσάρετε, σπατσαρόντων ή σπατσαρέτωσαν!... Αλήθεια, τέτοια γλώσσα θέλουν κάποιοι να μιλούν οι Έλληνες; Η απάντηση είναι όχι. Και όμως, όλοι αυτοί που χειρίζονται τον δημόσιο λόγο κάνουν ό,τι μπορούν γιά να καταστρέψουν την ελληνική γλώσσα, συνειδητά ή ασυνείδητα. Η διαστρέβλωση της γλώσσας από τα μέσα μαζικής ενημέρωσης επί καθημερινής βάσεως, οδηγούν αναπόφευκτα στην εκμάθηση μιάς

γλωσσικής εκδοχής, με κύριο «κανόνα» ότι μπορεί ο καθένας να ασχημονεί και να ασελγεί επ’ αυτής ακωλύτως και στο διηνεκές. Σήμερα έχει δημιουργηθεί σύγχυση γιά πολλούς και διαφόρους λόγους στο γλωσσικό μας ζήτημα, από τους οποίους θα απαριθμήσουμε μερικούς: 1)Από την αγραμματοσύνη ή την πλημμελή μόρφωση των ατόμων εκείνων, που εκ της θέσεώς των ή εκ του επαγγέλματός των, οφείλουν να προστατεύουν και να υπεραμύνονται της γλώσσας.

2)Από την αθρόα εισβολή χιλιάδων νεολογισμών και όρων σαν αποτέλεσμα της καλπάζουσας τεχνολογίας.

3)Από την πλημμελή μόρφωση επί της αρχαιοελληνικής γραμματείας και επί της γλώσσας, των νεωτέρων καθηγητών της Μέσης Εκπαιδεύσεως.

4)Από τις πολιτικές παρεμβάσεις στην διαμόρφωση της γλώσσας και του τελικού γλωσσικού προϊόντος, με το οποίο πρέπει υποχρεωτικά να εκφράζεται ο λαός και η σπουδάζουσα νεολαία.

5)Από την αδιαφορία της Ακαδημίας Αθηνών, η οποία ουδέποτε εξέδωσε λεξικό της Ελληνικής Γλώσσας, αν και προς τούτο ιδρύθηκε κατά πρώτο λόγο. Υπάρχουν και άλλοι επί μέρους λόγοι που οδηγούν στην γλωσσική αφασία, τους οποίους μπορεί να παρίδει κανείς, αλλά όχι και να μη τους συσχετίσει με το γλωσσικό, όπως είναι: -Ο αποπροσανατολισμός της νεολαίας από τα πατροπαράδοτα ιδανικά της Ελλάδος και τις θεμελιώδεις ηθικές αξίες.

-Ο ευτελισμός της ανθρώπινης αξίας, ώστε το γλωσσικό να θεωρείται αμελητέο κακό.

-Η απαξία της ηθικής συμπεριφοράς και ο άκρατος καταναλωτισμός κ.ά. Όλα μαζί, συνυπολογιζομένης και της φθοροποιού επιδράσεως της τηλεοράσεως και της εκτροπής από ό,τι θεωρείται ηθικό και αισθητικό, δημιουργούν αδιαφορία γιά την μελέτη της σύγχρονης λογοτεχνίας και στροφή σε παρακμαστικά ρεύματα λόγου, που κατεδαφίζουν θεμελιώδεις αρχές, με τις οποίες ανετράφη και μεγαλούργησε ο Ελληνισμός. Μύριοι κίνδυνοι απειλούν σήμερα την εθνική, ιστορική και φυλετική ιδιοσυστασία του Ελληνικού λαού, οι οποίοι δεν χρειάζεται να επισημανθούν, διότι γίνονται πλέον αντιληπτοί από όλους. Όμως – κι αυτό δεν πρέπει να διαφεύγει της προσοχής κανενός – πίσω από την ξενοκίνητη αλλά και την εσωτερική πεμπτοφαλαγγίτικη προσπάθεια κατεδαφίσεως του ελληνικού ιδεώδους, που δεν περιορίζεται μόνο στην καταστροφή της γλώσσας, αλλά αμφισβητεί ακόμη και την ελληνική ιστορία, βρίσκεται η εξαφάνιση του Ελληνισμού. Οι στήλες αυτές πιστεύουν ότι ο ύψιστος και υπέρ πάντων αγώνας πρέπει να δοθεί γιά την προάσπιση της γλώσσας. Η ορθή γραφή, η ορθή εκφορά του λόγου, αναπτύσσει την γνώση και την κρίση, διεισδύει ευχερώς στις ατραπούς εκείνες που μπορούν να υπονομεύσουν αποτελεσματικά την ολομέτωπη επίθεση και δημιουργεί τις προϋποθέσεις αυτογνωσίας και εμφύτων ικανοτήτων του Ελληνικού λαού, διά των οποίων θα μπορέσει να σταθεί στα πόδια του και να αντιμετωπίσει την επερχομένη λαίλαπα. ΑΝΑΡΧΙΑ ΣΤΟΝ ΤΟΝΙΣΜΟ ΤΩΝ ΛΕΞΕΩΝ Εκτός από τα διάφορα ορθογραφικά και συντακτικά λάθη, που καταταλαιπωρούν την καθημερινή εκφορά του λόγου, ο ηλεκτρονικός και έντυπος λόγος, καθώς και τα δημόσια έγγραφα, βρίθουν λέξεων που

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τονίζονται λανθασμένα. Το χειρότερο όμως είναι ότι ο κάθε εκφωνητής ειδήσεων ή συντάκτης των εφημερίδων, τονίζουν κατά το δοκούν και πολλές φορές, την ίδια λέξη, στην ίδια κλίση, την τονίζουν διαφορετικά. Λένε γιά παράδειγμα: Του Κάρολου Παπούλια, αλλά του...Καρόλου της Αγγλίας. Δηλαδή ο τονισμός επαφίεται στην κρίση του κάθε ημιμαθούς δημοσιογράφου, ο οποίος περνά διά μιάς στο πανελλήνιο τον λανθασμένο τονισμό. Δύο απλούς κανόνες πρέπει να έχει κανείς στο μυαλό του, από εκείνους που ο λόγος τους είναι δημόσιος και επηρεάζει μεγάλες ανθρώπινες μάζες. Ο πρώτος κανόνας έχει γίνει ακόμη και λαϊκό τραγούδι: Όταν η λήγουσα είναι μακρά, η προπαραλήγουσα δεν τονίζεται. Δεν μπορούμε να πούμε του Όμηρου, αλλά του Ομήρου, ούτε του ποδήλατου, αλλά του πηδηλάτου ούτε του δημόσιου, αλλά του δημοσίου. Ο δεύτερος κανόνας λέει: Στα ονόματα, όπου τονίζεται η ενική ονομαστική, εκεί τονίζονται και οι άλλες πτώσεις, εκτός αν εμποδίζει η λήγουσα. Δηλαδή επανερχόμαστε στον πρώτο κανόνα, γιατί αυτό σημαίνει το «εκτός αν εμποδίζει η λήγουσα». Δηλαδή λέμε: Η τιμή, της τιμής, την τιμή, οι τιμές, των τιμών. Ή ο βουλευτής, του βουλευτού, τον βουλευτή, οι βουλευτές κλπ. Αλλά λέμε: Ο γέρος, του γέρου, οι γέροι, τών γερόντων και όχι των γέροντων. Κι αυτό επειδή δεν το επιτρέπει η λήγουσα που είναι μακρά, οπότε η προπαραλήγουσα δεν τονίζεται. Με αυτούς τους δύο απλούς κανόνες, δηλαδή στην ουσία ένα, δεν πρόκειται να λαθέψουμε στον τονισμό των λέξεων, ούτε να βρισκόμαστε καθημερινά μπροστά σ’ ένα γνήσιο χάος τονισμού, καθώς ο ένας λέει «των δημόσιων υπάλληλων», ο άλλος «των δημόσιων υπαλλήλων» και ο τρίτος τό σωστό, «των δημοσίων υπαλλήλων». Ούτε ν’ ακούμε «των όσπριων» αντί οσπρίων, «των πρόβατων» αντί προβάτων, «των ποδήλατων» αντί ποδηλάτων κλπ. Φθάσαμε δηλαδή στο σημείο ο καθένας να τονίζει τις λέξεις αυθαίρετα, ώστε η γλωσσική αναρχία να διαιωνίζεται, καθώς οι χρήστες της γλώσσας, αφ’ ενός περνούν το λάθος γιά σωστό και αφ’ ετέρου δεν είναι σε θέση να εξηγήσουν, γιά παράδειγμα, γιατί «ο μέτοχος» στην γενική πληθυντικού γίνεται «των μετόχων» και γιατί «η μετοχή» στην ίδια πτώση, γίνεται «των μετοχών». Δεν πρέπει να ξεχνούμε ότι υπάρχουν και εντελώς αγράμματοι Έλληνες, που δεν έχουν διδαχθεί καμμία γραμματική, και ακούν κάποιους φωστήρες των τηλεοπτικών παραθύρων να αυτοσχεδιάζουν στους τονισμούς των λέξεων, λέγοντας «των σύγκλητων», «των έπαθλων», των περίπολων», «των μέθοδων» κλπ, αντί των συγκλήτων, των επάθλων, των περιπόλων, των μεθόδων. Η κατάργηση των κλίσεων προκάλεσε άλλο ανίατο καρκίνωμα στην γλώσσα μας. Ωστόσο η τρίτη κλίση έρχεται τελικά να εκδικηθεί τους γλωσσοκατεδαφιστές. Ο πρύτανυς γράφεται πιά «πρύτανης» με ήτα, αλλά στον πληθυντικό γίνεται οι πρυτάνεις με ει και όχι οι πρυτάνηδες. Ο ιππεύς γίνεται ιππέας, πρωτόκλητο, όπως ο λοχίας, ο εγκληματίας, ο επαγγελματίας, ο τραυματίας. Αλλά στον πληθυντικό επανέρχεται η τρίτη κλίση και γίνεται οι ιππείς και όχι οι ιππέες, όπως οι λοχίες, οι εγκληματίες, οι επαγγελαματίες, οι τραυματίες κλπ. Η κυβέρνησις γίνεται πρωτόκλητη, κυβέρνηση, αλλά στον πληθυντικό διατηρεί την κατάληξη της τρίτης κλίσεως, οι κυβερνήσεις, και όχι οι κυβέρνησες, η δύναμη γίνεται δυνάμεις στον πληθυντικό και όχι δύναμες, η περίσταση, περιστάσεις και όχι περίστασες, η αφαίρεση, αφαιρέσεις και όχι αφαίρεσες, η γνώση, γνώσεις και όχι γνώσες, κατά το «η κλώσα», «οι κλώσες», η σκέψη γίνεται σκέψεις και όχι σκέψες κλπ. Είναι τόσο ισχυρή η τρίτη κλίσις, ώστε παρά την κατάργησή της,

εξακολουθεί να κυριαρχεί στην καθημερινή μας ομιλία, ώστε να δείχνει την ανακολουθία των όσων ακροβατούν πάνω στην γραμματική. Έχουμε γιά παράδειγμα τα ουδέτερα τριτόκλιτα σε –ος: Το έθνος, το κράτος, το έδαφος, το στέλεχος κλπ. Η κλίσις τους είναι πιά ίδια με την αρχαία. Όλοι ανεξαιρέτως στην κοινή ομιλουμένη λένε το έθνος, του έθνους, των εθνών κλπ και κανείς δεν λέει τα έθνια, όπως τα χείλια, ή τα στέλεχα, όπως τα πέλαγα. Εδώ κρατάμε την τρίτη κλίση. Έπειτα, έχουμε τα ονόματα που λήγουν σε –μα, γενική –ματος: Το γλύκισμα, του γλυκίσματος, το σύνταγμα, του συντάγματος, το εισόδημα, του εισοδήματος κλπ. Αυτά όλα είναι τριτόκλιτα και κανείς δεν μπορεί να τα αλλάξει. Κανείς δεν τολμάει (επί του παρόντος) να πεί «η πλατεία του Συνταγμάτου», «η νοστιμιά του γλυκισμάτου», «ο φόρος του εισοδημάτου», όπως κάποτε οι παλιοί έλεγαν: Τα δόντια του γαλάτου ή τα σπυριά του αιμάτου. Τόσο έχουν κυριαρχήσει αυτά τα τριτόκλιτα ονόματα στην σύγχρονη ομιλουμένη, ώστε παρέσυραν και έκαμαν τριτόκλιτα ακόμη και ονόματα δευτερόκλιτα, που προέρχονται από την εντελώς λαϊκή γλώσσα, όπως π.χ. το γράψιμο, το ράψιμο, το πλύσιμο κλπ. Λέμε λοιπόν βελόνες του ραψίματος και όχι του ράψιμου, τετράδιο του γραψίματος και όχι του γράψιμου, σαπούνι του πλυσίματος και όχι του πλύσιμου κλπ. Εφ’ όσον λοιπόν οι σύγχρονοι Έλληνες έχουν τόση μανία να υπεραπλουστεύουν την γλώσσα, γιατί λένε το συμφέρον, του συμφέροντος, το παρόν, του παρόντος, το μέλλον, του μέλλοντος και δεν λένε το μελλούμενο, το συμφέροντο, το παρόντο; Η σύγχρονη ομιλουμένη λοιπόν δεν μπορεί να υπακούει ούτε στην αρχαία γραμματική ούτε όμως σε μία άναρχη, εντελώς λαϊκή γραμματική, την οποία ακολουθεί ο καθένας κατά την κρίση του. Μπορούμε να βρούμε την γραμματική αυτή, αρκεί να έχουμε λίγη καλή θέληση και να μη παρασυρόμεθα από την λανθασμένη εκφορά και γραφή της γλώσσας του καθενός. Και πρωτίστως, θα πρέπει κάποιος φορέας (γιατί όχι το Μορφωτικό Ίδρυμα της ΕΣΗΕΑ;) να οργανώσει σεμινάρια γλωσσικής εκπαιδεύσεως των δημοσιογράφων ηλεκτρονικών κυρίως μέσων, οι οποίοι μεταδίδουν την λανθασμένη γραφή και εκφορά του λόγου στο πανελλήνιον «διά μιάς». Δεν είναι δυνατόν να ακούμε τον πρέδρο Ομπάμα, μιλώντας γιά την παραπαίουσα οικονομία της Αμερικής, να λέει analysis, paralysis, crisis κι εμείς να λέμε ανάλυση, παράληση, κρίση. Ευλόγως θα μας ρωτούσε κάποιος ξένος, που χρησιμοποιεί χιλιάδες ελληνικές λέξεις στο καθημερινό του λεξιλόγιο, γιατί υπάρχει αυτή η διαφορά στην γραφή. Η δύναμη πρέπει να γράφεται και να λέγεται δύναμις, ώστε στον πληθυντικό να γράφεται δυνάμεις, η διεθνής πρέπει να έχει γενική διεθνούς και όχι της διεθνής και πληθυντικός οι διεθνείς και όχι οι... διεθνές διασκέψεις! Από τις μεμονωμένες αυτές περιγραφές κακοποίησης της ελληνικής γλώσσας, ο καθένας αντιλαμβάνεται ότι η βασική αιτία του άναρχου τονισμού των λέξεως είναι η κατάργηση του πολυτονικού και η γενικώτερη κακοποίηση της γλώσσας, οφείλεται στην μη διδασκαλία της αρχαίας ελληνικής, που σήμερα αποτελεί πρωτεύον μάθημα στα εκπαιδευτικά ιδρύματα των πλέον προηγμένων χωρών του κόσμου. Κ. ΔΟΥΚΑΣ

Minimum energy savings

30% 50% Dimming capacity

Potential energy savings

60% Leadership in energy savings – introducing PureBallast 3.0 The system that first led the way in ballast water treatment is now redefining energy efficiency.

PureBallast 3.0 is the new generation of leading technology, providing a minimum energy savings of 30% over its predecessor. Operating at a full power of just 100 kW per 1000 m3/h, it can be “dimmed” up to 50% when water quality allows. That potentially doubles your energy savings – to as much as 60% over the previous version.

What remain the same are the type-approved performance and Alfa Laval’s full global backing.

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